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2007 


DISCARD 


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in  2007  with  funding  from 

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ELECTRIC  RAILWAY 

JOURNAL 


'r;;i  Publbhins 


November  5.  1927 


Its  per 


lORGED  high  carbon  steel  IS 
stronger.   Spoked  design  IS  more 
convenient,  quieter  and  cleaner. 
Taking  load  off  the  studs  IS  most  desir- 
able. Simple,  positive  locking  IS  a  great 
advance.  Better  cooling  IS  a  tire-saver. 

Spoksteel  IS  the  wheel  that  bus  opera- 
tors have  always  hoped  would  come — 
another  great  development  of  the  sort 
which  make  this  the  world's  largest  wheel 
business.  There  is  no  talking  around  the 
obvious  superiorities  of  Spoksteel  wheels. 
You  should  be  running  tests  now. 

Motor  Wheel  Corporation,  Lansing,  Michigan 


ELECTRIC  RAILWAY  JOURNAL 


November  5,  1927 


State  Street  looking  toward  the 
buticst  comer  in    the    world. 


Transportation  Builds  the 

Busiest  City  in  the  World 


CHICAGO  is  the  greatest  railroad  center 
in  the  world — but  that  is  only  half  the 
story. 

She  is  also  called  the  busiest  city  in  the 
world  and  the  efficiency  of  the  local  electric 
railway  trans[>ortation  is  what  makes  this 
possible. 

In  this  city  of  3,000,000  people,  the  surface 
and  elevated  lines  haul  nearly  six  million 
passengers  daily. 

In  the  central  business  district  these  lines 

Westinghouse  Electric  & 
East  Pittsburgh 


handle  61.6  per  cent  of  the  total  local  traffic, 
despite  the  large  number  of  buses  and  pas. 
senger  automobiles;  this  does  not  include 
local  and  suburban  traffic  handled  by  the 
steam  and  electric  interurban  railroads 
entering  Chicago. 

This  superb  achievement  reflects  the  pro- 
gressive policies  of  these  systems  in  all  de- 
partments— courtesy  and  fast  schedules 
backed  extensively  by  modem  Westinghouse 
equipment,  giving  that  superior  type  of  ser- 
vice necessary  to  handle  a  traffic  problem  of 
such  magnitude. 

Manufacturing  Company 
Pennsylvania 


Sale«    Offices    in   All  Principal  Citicc  of 
Ihc  United  States  and  Foreign  Countries 


Westinghouse^ 

^g         ^g  ^^^m  X96SS3  ^^m^^ 


MORHIS  BUCK 
Managing  Editor 

JOHN  A.  DEWHl'URT 

Associate  Editor 

JOHN  A    MILLER.  JB. 
Associate  Editor 

CLARENCE  W    SQUIEB 

Associate  Editor 

CARL  W.  STOCKS 

Associate  Editor 


Charles  Gordon,  Editor 


lAOMUBKAT 

0.  W.  JAMES.  J«. 
Assistant  Editor 

PAUL  WOOTON 
Wastiington  Correspondeni 

ALEX  McCALHIM 
Editorial  Representatln 
London.  England 


Vol.   70 
No.   19 


CONTENTS 


Pages 

849-888 


NOVEMBER  5,   1927 
Editorials     849 

Rehabilitation  Brings  Results  on  the  South 

Shore  Line 852 

Within  two  years  this  property  has  been  supplied  with  1,500-volt 
equipment  instead  of  aUernatiiig  current,  has  been  rehabilitated 
in  many  other  ways  and  has  almost  doubled  its  gross  revenue. 

Interchange  of  Id^as  Aids  the  Industry 857 

By  R.  P.  Stfa'ens. 
The   president    of    the    American    Electric    Railway    Association 
points  out  the  trends  in  local  transportation,  as  indicated  in  the 
briefs  submitted  in  the  1927  Charles  A.  Coffin  competition. 

Coal  Conserved  by  Chicago  Surface  Lines 859 

Picturesque  Loop  at  Miami,  Oklahoma 859 

Berlin  Is  Electrifying  Its  Stadtbahn 860 

By  Henry  W.  Bi.ake. 
Direct-current  third  rail  at  800  volts  is  being  used.     The  entire 
system  to  be  electrically  cquipi)ed  is  equivalent  to  316  tniles. 

Another  Automatic  Substation  on  the 

Pacific    Electric 863 

How  the  Birmingham  Company  Cares  for 

Conventions    864 

Insurance  Problems  of  Motor  Vehicle 

Common    Carriers 865 

By  Henry  Swift  Ives. 
Mr.  Ives  discusses  soine  of  the  difficulties  encountered  in  connec- 
tion with  the  underwriting  of  liability  and  other  insurance  for 
motor  carriers. 

Akron  Lays  New  Track 866 

Maintenance  Data  Sheets 867 

New  Equipment  Available 871 

Association  Activities 872 

Dorchester  Extension  Discussed  by  New 

England    Club 872 

Features  of  the  new  $12,000,000  rapid  transit  line  are  the  topic  of 
several  papers  at  the  Boston  meeting,  the  first  of  the  season. 
President  Stevens  of  the  A.E.R.A.  and  other  speakers  also 
addressed  the  meeting. 

American  Association  News 873 

News  of  the  Industry 874 

Recent    Bus    Developments 879 

Financial  and  Corporate 882 

Legal  Notes 883 

Personal   Mention 884 

Manufactures  and  the  Markets 886 


i( 


An  Apple  a  Day — "' 


DURING  the  past  week  millions  of 
Americans  have  had  called  to 
mind  the  health  couplet,  "An  apple  a 
day  keeps  the  doctor  away."  At  first 
glance,  this  apple  slogan  appears  rough 
on  the  doctor.  Yet  the  wide-awake 
physician  knows  the  value  of  such  pre- 
ventive medicine  as  an  ally  against 
the  time  when  a  serious  health  problem 
presents  itself. 

Next  to  physical  torpor,  mental  stag- 
nation is  man's  greatest  enemy  in  all 
walks  of  life.  It  makes  cowards  of  us 
all  in  industrial  life.  To  prevent  this 
deplorable  ailment  is  the  function  of  a 
business  paper.  By  live  constructive 
articles,  it  creates,  so  to  speak,  a  mental 
apple  a  day  in  order  to  keep  inertia 
away.  Each  week  the  JOURNAL  strives 
to  supply  its  readers  with  this  "preven- 
tive medicine."  For  an  inexhaustible 
supply  it  is  dependent  on  every  mem- 
ber of  the  industry.  Let  it  then  have 
your  crop  of  apples  to  the  end  that  our 
industry  may  be  always  healthy. 


McGRAW.HILL  PUBLISHING  COMPANY,  INC 

Tenth   Avenue  at  36th  Street,  New   York,  JJ.  Y. 

New   Yorli  District  OfBce.   285   Madison  Ave. 


^Sia 


Jambs  H.  McGkaw,  President 
James  H.  McQbaw,  Jb..  V.-P.  and  Treai. 
Malcolm  Mum,  Vice- President 
Edwakd  J.  Mbhrkn,  Vice-President 
Mason  Bettton,  Vice-President 
Kdgah  Kobak,  Vice-President 
C.  H.  Thompson,  Secretary 
Washington: 

National  Press  Building 
Chicago: 

7  S.  Dearborn  Htreet 
Philadklphia  : 

1600  Arch  St. 
Cleveland: 

Guardian  BulldlnK 
St.  Louis: 

Bell  Telephone  Building 
Han  Francisco: 

SS."!  Mission  Street 
London: 

6  Bouverle  Street,  London,  G.  C.  4 
Member  Associated  Business  Papers,  Inc. 


Cable  Address:   "Machinl.st.  N.  T." 
Publishers  of 

Engineerino  News-ftee*r4 

American  Maekiniat 

Power 

Chemkaltmd  Metallurgical  Bngmeerimg 

Coal  Age 

Coal  Age  Newt 

Engineering  and  Mining  JomrnM 

Ingenieria  lnt»musi4>Hal 

Bus  Tram^vortation 

Electrical  Railwav  Journal 

Electrical  World 

Industrial  Engineering 

Electrical  MerchandUHmg 

Radio  Retailing 

Construction  Methods 

Electrical  West 

(Published  in  fian  Frameium} 

American  Machinist — Europmm  BiUUm 

(Published  in  Lon4»mi 


Member  Audit  Bureau  of  Circulations 
The  annual  subscription  rate  is  1 4  in  the  United  States,  Canada.  Mezle«.  Alaiks. 
Hawaii,  Philippines,  Porto  Rico.  Canal  Zone.  Honduras.  Cuba,  Nlcaracna.  Pen. 
Colombia,  Bolivia.  Dominican  Bepubllc,  Panama,  El  Salvador,  Argentina.  BrasiL 
Spain.  Uruguay,  Costa  Rica,  Ecuador.  Guatemala.  Chile  and  Paraguay.  Extra  forelrn 
postage  to  other  countries  IZ  (total  |7  or  29  shillings).  Subscriptions  may  be  sent 
to  the  New  York  office  or  to  the  London  office.  Single  copies,  postage  prepaid  to  any 
part   of  the  world,    20   cents. 

Change  of  Address — When  change  of  address  is  ordered  the  new  and  the  old  addreaa 
must  be  given,  notice  to  be  received  at  least  ten  days  before  the  change  takes  place. 
Copyright.    1927,    by   McGraw-Hill   Publishing   Company,   Inc. 

Published  weelcly.  Entered  as  second-class  matter,  June  23.  1908,  at  the  Post  Oflle* 
at  New  York,  N.   Y..  under  the  act  of  March  3,    1879.     Printed  In  U.   S,   A. 


Number  of  Copies  Printed,  6.220 


Advertising  Index — Alphabetical,   54;    Classified,   50,    52,   54;    Searchlight   Section,  43-49 


ELECTRIC  RAILWAY  JOURNAL 


November  5,  1927 


What  Means  the  NAME 


On  the  Babbitt 
YOU  Use? 


ON  every  bar  of  Westinghouse  bab- 
bitt stands  the  name  WESTING- 
HOUSE  and  the  alloy  number. 

The  name,  Westinghouse,  has  been 
identified  with  railway  motors  since  the 
beginning  of  the  railway  industry.  On 
a  motor,  it  assures  that  the  highest 
quality  of  materials  are  used.  On 
babbitt  it  is  your  best  guide  to  the  high- 
est quality  alloy  for  rebabbitting  your 
worn  bearings. 

The  alloy  number  identifies  a  specific 
product.  Alloy  No.  14  is  a  tin  base 
babbitt — made  from  virgin  metals — of 
the  highest  quality  and  always  the  same. 


Westinghouse  Electric  &  Manufacturing  Company 
East  Pittsburgh  Peonsylvania 

Sale.  Office,  in  all   Principal  Cities  of 
the  United  State*  and  Foreign  Countries 


MV  ^^  1S27 

iieuse 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


5»^ 


Greater  visibility  of  both  car  and  right- 
of-way  is  a  proved  method  of  selling 
—  more  rides  as  well  as  lowering  operat- 
ing expenses.  And  remember  that 
just  one  per  cent  saved  in  operating 
expenses  adds  nearly  20%  to  the  net. 


ZP  special 

A  recess  mounted  headlight  for 
city  cars.  Crystal  or  gold  ray 
prismatic  glass  reflector  gives 
maximum  pick-up  distance  and 
a  diffused  beam  that  illuminates 
both  sides  of  track.  Adjustable 
socket  takes  lamps  from  23  to 
94  watt.  Casing  is  pressed  steel, 
weather  and  dust  proof.  Lock 
or  spring  catch  optional. 


Type  WDF 

A  city  and  suburban  service 
headlight  for  recess  mounting. 
Furnished  with  crystal  or  gold 
ray  glass  or  nickle  plated  cop- 
per reflectors.  Can  be  used  for 
dimming  in  congested  districts 
and  with  bright  lights  for  out- 
lying districts  where  streets  are 
poorly  lighted.  Lampisadjust- 
able  for  focusing.  Casing  is 
Armco  Iron,  alloy  coated  and 
black  enameled.  Lock  or  spring 
catch  optional. 


Type  DCP 

A  portable  headlight  for  high 
speed  interurban  cars.  500- 
watt  lamp  in  mogul  base,  and 
11-in.  dia.  ciystal  ray  glass  or 
nickle  plated  copper  reflector, 
produce  maximum  in  incan- 
descent track  illumination. 
Also  furnished  with  medium 
screw  base  for  lamps  of  250 
watts  or  less.  Has  two  way 
focusing  mechanism  Uses 
Form  C  Resistance 


Your  Headl^(hts 
Measure  Up? 

PES  the  illumination  they  give  permit  in- 
creased speed  with  safety?    Does  it  prevent 
or  minimize  collisions  and  other  accidents?  Does 
it  play  its  part  well  in  attracting  more  riders? 

These  are  some  of  the  chief  considerations  that 
determine  the  value  of  headlights  under  present 
operating  conditions.  For  speed  has  become 
one  of  the  first  and  most  important  elements  in 
service  betterment.  Faster  service  is  even  more 
important  than  better  cars,  according  to  the  A. 
E.  R.  A.  committee  studying  this  subject. 

And  considering  that  in  a  iew  minutes  many 
city  and  interurban  cars  pass  from  brightly 
lighted  business  districts  to  dim  and  dingy 
streets  or  outlying  suburbs,  correct  illumination 
of  the  right-of-way,  and  of  the  car  as  it  ap- 
proaches, is  essential  to  increased  speed  with 
safety. 

On  your  next  headlight  order,  specify  0-B  Im- 
perials— if  you  want  to  assure  yourself  of  all  the 
advantages  that  only  years  of  specialization  in 
making  headlights  give.  0-B  Imperials  are  avail- 
able for  every  operating  condition,  for  every  type 
of  car.    For  complete  particulars,  just  address 

Ohio  Brass  Company,  Mansfield,  Ohio 

Dominion  Insulator  &  Mfg.  Co.,  Limited 
Niagara  Fall,  Canada 


rass  C^. 


SALES 
OFFICES 


PHILADELPHIA  PITTSBURGH  CLEVELAND 

SAN  FRANCISCO  LOS  ANGELES 


PORCELAIN 

INSULATORS 

UNE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


6, 


ELECTRIC  RAILWAY  JOURNAL 


November  5,  1927 


SAVING      THE      RAIL      SAVES      THE      RAILWAY 


333  amp. 
at  500  V. 

209  amp. 

at  300  V. 

150  lbs. 


"A  J  AX" 

ELECTRIC  ARC  WELDER 

Do  you  realize  that  the  Ajax  is  in  a  class  by  itself  judged  by  com- 
bination of  high  capacity  and  low  weight?  Judged  by  any  other 
standards,  "Ajax"  also  maintains  its  lead.  Its  simple  wiring 
scheme  with  all  circuits  in  sight,  the  accessibility  of  all  parts,  the 
ample  ventilation,  the  trolley  pole  making  contact  on  the  bright 
underside  of  the  wire — these  are  some  of  the  other  features 
which  make  "Ajax"  first  choice  on  so  many  roads.  Finally  — 
price — lower  than  you'd  expect  if  you  didn't  know. 


Why  not  get  a  quotation? 


3132-48  East  Thomoson  Street,  Philadelphia 


AGENTS : 
30  Church  St., 


New  York. 


Chester  F.  Gailor. 

Chas.  N.  Wood  Co..  Boston. 

Electric  Engrineeriiiir  &  Mfff.  Co..  Pittsburg-h. 

H.  K.  McDeimott.  208  S.  La  Salle  St..  Chicajro. 

P.  W.  Wood  Railway  Supply  Co^  New  Orleans.  La. 

Equipment  &  Eneineeringr  Co..  London. 

Frazar    St   Co.,   Japan. 


126<i 


SAVING      THE      RAIL      SAVES      THE      RAILWAY 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


THE  INTERNATIONAL  STEEL  TIE  CO. 

CLEVELAND,  OHIO 

Look  it  up  in  your  Paved  Track  Note  Book" 


el  Twin  Tie  Track 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


Lighten'- 

The  Unprofitable  Load 


«•* 


You  want  to  cut 
every  pound  of 
needless  weight 
from  every  car, 
lighten  the  unprof- 
itable load. 

Davis  "One- Wear" 
Steel  Wheels  can 
usually  save  several 
hundred  pounds. 
They  are  made 
lighter  because 
their  material  is 
stronger. 

They  will  make  old 
cars  run  better  and 
new  cars  earn  more. 

You  do  not  have  to 
turn  them. 


American  Steel  Foundries 


NEW  YORK 


CHICAGO 


ST.  LOUIS 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


Type  DO  Golden  Glow  Headligrbt 
lor  city  service.  Being  fitted 
with  a  Golden  Glow  prismatic 
reflector  it  illuminates  a  wide 
area  adjacent  to  and  for  about 
60  feet  ahead  of  the  car. 


Safety  is  the  watchword  of  today's  transportation 
needs.  Accidents  are  dangerous,  costly  and  a  con- 
stant drain  on  resources.    Safety  pays  dividends. 

Good  headlights  provide  this  safety  In  night  opera- 
tion— while  makeshift  headlights  or  marker-lights 
are  entirely  inadequate  in  competition  with  the  bril- 
liant lighting  of  swiftly  moving  automobile  traffic. 

Let  us  tell  you  about  Golden  Glow  Headlights — 
fully  described  in  our  latest  pamphlets.  Send  for 
copies  today. 

Home  office  and  plant  at  17th  &  Cambria  9ts.,  PHILADELPHIA; 
District  Offices  at  230  So.  Clark  St..  CHICAGO;  60  Church  St..  NEW 
yOBK:  Bessemer  Bld».,  Pittsburgh:  88  Broad  St.,  Boston:  General 
Motors  Bldgr.,  Detroit:  316  M.  Washington  Ave..  Scranton;  Canadian 
Agents.  Lyman  Tube  &  Supply  Company,  Ltd.,  Montreal,  Toronto. 
Vancouver. 


PPLIE 


MANUFACTURER  OF  RAILWAY,  POWER 


AND  INDUSTRIAL  ELECTRICAL  MATERIAL 


10 


ELECTRIC  RAILWAY    lOURNAL 


November  5, 1927 


A  modem  "rail  coach"  of  this 
Vear's  prize-winning  traction 
property  at  Grand  RapidH. 
Michigan. 

The  Grand  Rapids  RaHwav 
Company ,  serving  this  ci,  y'K 
160,000  population,  through 
its  adoption  of  modem  cars 
equipped  with  Safety  Car  Con- 
trol Devices,  has  made  phenom- 
enal strides  to  reach  its  pres- 
ent peak  of  modern  efficiency. 


i^ 


o? 


^ 


M 


3120 


.nother  Gffin  PVize  is^n 

-  'hi/  another  user  of  Sa/hfy  Gars 

RECOGNIZING  the  obvious  advantages  of  Safety-  Car 
Control,  the  Grand  Rapids  Railway,  this  year's  winner  of 
the  "Coffin  Award,"  has  adopted  modern  equipment  embodying 
this  modern  control.  Through  its  adoption,  the  city  of  Grand 
Rapids  has  enjoyed  a  truly  efficient  traction  service,  which  has 
reflected  to  this  property  in  the  form  of  public  good  will,  in- 
creased patronage,  and  a  distinct  economic  gain. 

That  Safety  Car  advantages  are  not  limited  to  Grand  Rapids  is 
proven  by  the  fact  that  the  "Coffin  Award."  for  several  consecu- 
tive years,  has  gone  to  users  of  modern  cars  .  .  .  Safety  Cars. 

Safety  Cars  are  modern  cars  .  .  .  their  presence  invariably 
precedes  an  era  of  better  service  and  its  attendant  economic 
advantages. 

SafetyCar  Devices  Cbt 

OF  St.  Louis  t  Mo. 
Postal  and  Olographic  Address: 

WiLMERDING,  PA. 

CHICAGO     SAN  FRANCISCO    NEW  YORK    VASHINGTON    PITTSBUSIGH 

"We  make  The  Safety  Car  Control  Equipment 
.     .     .     which  makes  the  Safety  Car." 


Yellow  Economy 


Predominates 


Portlandf  Oregon — A  growing  city 

ICH  in  natural  timber.  Rich  in  transportation  facilities 
as  offered  by  the  Portland  Electric  Power  Company 
through  Yellow  Coaches. 

During  1926,  the  company's  fleet  of  24  motor  coaches 
delivered  1,060,696  miles  in  city  service  at  an  operating  cost 
of  21.82  cents  per  mile. 

Yellow  Type  X  21 -passenger  city  service  and  Type  X 
3  3 -passenger  city  service  coaches  were  used. 

Six  of  the  Yellow  Type  X  coaches  accomplished  291,360 
miles  at  a  cost  of  19.53  cents  per  mile. 

Seven  Yellow  Type  Z-230  Coaches  running  inter-city 
between  Portland  and  Oregon  City  over  a  13-mile  route 
accomplished  272,422  miles  at  a  cost  of  22.19  cents  per  mile. 

Service  in  Portland  handles  a  tremendous  volume  of 
traffic,  more  than  half  of  which  is  transfer  business.  Seven 
city  lines  are  operated  on  close  headways  and  co-ordinate 
with  street  car  service,  forming  a  network  of  transportation 
in  which  Yellow  Coaches  play  a  prominent  part. 

Tremendous  mileage  at  low  operating  cost  proves  that  — 

YELLOW  ECONOMY  PREDOMINATES. 


1,060,696  MILES 
in  City  Service 

at  an  operating  cost  of 

2L82  Cents  per  Mile 


COMBINED  FLEET  OF 

24  COACHES  cents 

per   Mile 

Superintendence  Transportation 0 .07 

Drivers'  Wages 7.10 

Gasoline 3.50 

Lubricants 0  .  33 

Garage  Labor  Expense 1 .  58 

Other  Transportation  Expense 0 .38 

Tires  and  Tubes 2  .34 

Mechanical  Upkeep 2  .00 

General  Office  Expense 0.17 

Insurance 0.32 

Injuries  and  Damages 0.66 

Rent  of  Equipment  and  Terminals 0  .  03 

Other  General  Expense 0  .  02 

Taxes  and  Depreciation 3 .32 

Total,  21.82 


n  HAT'S  what  Yellow  Coaches  did  in 
Yellow  economy  predominates. 
From  coast  to  coast,  in  busy  city  traffic  and  along 
open  country  highways,  Yellow  Coaches  are  demon- 
strating the  economy  that  lies  in  revenue  earning,  low- 
cost,  profitable  miles. 

The  combined  experience  of  Yellow  Coach  plus  General 
Motors  makes  this  possible.  Seasoned  transportation  expe- 
rience and  exceptional  manufacturing  facilities  unite,  with 
research,  to  offer  motor  coach  units  which  stand  every  test. 

Salesmanship  may  play  a  part  in  the  initial  purchase — but 
repeat  orders  are  placed  on  the  strength  of  performance  and 
knowledge  gained  by  experience.  It  is  significant  to  note  that 
Portland  is  constantly  adding  to  its  Yellow  Coach  fleet. 


ELLOW  TRUCK  &  COACH  MANUFACTURING 

SUBSIDIARY  GENERAL  MOTORS  CORPORATION 

5801  WEST  DICKENS  AVENUE,  CHICAGO,  ILL. 


November  5, 1927 


ELFXTRIC  RAILWAY  JOURNAL 


15 


WE  HAVE  "SHOWN  THEM'' 

IN  MISSOURI 

A  YEAR  AGO,  in  Kansas  City,  there  was 
only  one  car  equipped  with  NP  Treadle 
Exit  Doors.  Today  they  are  operating  three 
hundred  and  eighty  treadle  cars  and  we  have 
found  that,  even  if  you  have  to  "show  them", 
Missourians  are  keen  observers  and  quick  to 
take  up  anything  that's  good. 

NATIONAL  PNEUMATIC  COMPANY 

Executive  office,  Graybar  Building,  New  York 

General  Works,  Rahway,  New  Jersey 

MANUFACTURED  IN  TOBONTO.  CANADA.  BY  PHILADELPHIA 

Railway  &  Power  Engineering-  Corp..  Ltd.  1010  Colonial  Trust  Building 


CHICAGO 
518  McCormick  Buildingr 


X 


16 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


A.  C.  F.  Coach  of  modern 
design,  o^ves  a  nuxximum 
seatino  capacity,  ample  space 
lor  covered  baggage  com- 
partment, and  positive  safety 
through  Air  Brake  control. 
The  Westinghouse  Autonno- 
tive  Air  Brake  is  standard 
equipment  on  all  A.  C.  F. 
models. 


The  Westinghouse  Air 
Brake  is  standard  equip- 
ment on  many  of  the 
most  prominent  coaches 
on  many  others 
it  is  optional  equipment, 
approved  and  recommend- 
ed by  the  manufacturer 
who  is  equipped  to  in- 
stall the  system  upon 
specification. 


6200 


AILJ 


7^0/v  IS  sometKinp  mo/v  than  SafotLf 
in  the^stiia^liouse^/6>/^^/w  Air  Brake 

Combatting  the  ever  present  evil  of  "brake  riding,"  the 
Westinghouse  Automotive  Air  Brake  has  come  to  be  rec- 
ognized not  alone  for  its  positive,  safe,  quick  action — but 
as  a  potent  economic  necessity. 

We  feel  safe  in  saying  that  more  than  half  the  expense  of 
brake  lining  is  wasted  through  nervous  anticipation  on  the 
part  of  the  driver,  which  is  known  as  "brake  riding" — the 
direct  unconscious  result  of  lack  of  confidence  in  ordinary 
brakes. 

With  the  Westinghouse  Automotive  Air  Brake,  responsive 
to  the  slightest  touch,  unnecessary  braking  is  minimized  if 
not  entirely  eliminated,  drivers  are  in  turn  relieved  from 
undue  mental  and  physical  strain  .  .  .  and,  as  a  conse- 
quence, an  entire  service  is  bettered. 

Cut  your  braking  expense  .  .  .  insure  safety  .  .  .  get  fuller 
information  on  the  many  advantages  of  the  Westinghouse 
Automotive  Air  Brake  from  any  of  our  conveniently  located 
offices.  This  service  is  maintained  for  the  exclusive  use  of 
the  coach  operator  and  is  in  no  way  obligatory. 

WESTINGHOUSE  TRACTION  BRAKE  COMPANY 

Automotive  Brake  Division:     WILMERDING,  PENNA. 


T/^ 


)M0TI[VE  AM    BMAJKES 


November  5. 1927 


ELECTRIC  RAILWAY  JOURNAL 


\7 


Five  Seconds  Saved 

-at  a  thousand  dollars 
a  secondl 


SPEED 


A  woman  ran  out  only  a  few  feet  in  front  of  the  car. 
The  motorman  switched  to  emergency  and  stopped 
within  6  inches  of  her, — thanks  to  his  magnetic  brake. 

That  is  the  substance  of  an  accident  report  turned  in 
only  a  short  while  ago  on  a  large  Southern  property, 
which  is  using  the  Cincinnati  Duplex  Air  and  Magnetic 
Brake  equipment.  It  is  typical  of  the  situations  which 
lead  to  most  accidents  in  city  operation.  Five  seconds 
longer  in  stopping,  and  there  might  have  been  a  costly 
claim  to  settle. 

Yet,  on  this  particular  road,  the  maintenance  on  the 
magnetic  brakes  averages  only  about  65  cents  a  car  per 
month, — little  enough  to  pay  for  the  kind  of  insurance 
that  makes  better  service  possible,  as  well  as  providing 
a  practical  and  efficient  safeguard. 

Technical  data  and  installation  estimates  on  request. 
Cincinnati     Car     Company,     Cincinnati,     Ohio 

CINaNNATI 
of^tss^  CARS 


The  Four  Features  o/  BALANCED  DESIGN  are  the  Cardinal  Points  of  Today's  Demand 


18 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


Safeguard  and 
celerate  TvafRc 


Automatic  Signals  by  providing  proper  spacing  of  cars 
or  trains,  reduce  trip  time  and  enable  more  cars  to  be 
operated  with  consequent  safety. 

Interlocking  installations  at  terminals  and  at  grade 
crossings  eliminate  unnecessary  stops  and  assure  route 
continuity  by  means  of  signal  indications. 

Highway  crossing  protective  devices  of  the  flashing 
light,  automatic  flagman,  or  audible  type,  or  combina- 
tion of  same,  are  a  dependable  insurance  which  soon 
pays  off  the  investment. 

Power  operated  remotely  controlled  switches  are  being 
used  economically  to  accelerate  Electric  Railway  traffic. 

Thete  Systems  are  products  of  the 

m  mnton  ^toittl)  &  ^tpal  (Eo.  ra 

Vl^  SWISSVALE,  PA.  ^^ 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


19 


The  "LOUIS  JOLIET"— 

the  Car  that  won  universal  admiration 

at  Cleveland — 


Huilt  by 

CUMMINGS  CAR  &  COACH  CO. 


Ill  W.  MONROE  ST.,  CHICAGO 


20 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


Making  New  Friends 


fifVv           ...::;- 

ISP^ 

^H^B^^ii^Hr  J 

J 

V|||g._j||yy^^^ 

In  BURLINGTON 


Opeiutiugitcoi  Js  made  for  The  BuiLinnton  Kupitil  lansit  Coiiipuiiy  ut  Ijur/itigton, 
Vt.,  by  three  4-cylinder  Graham  Brothers  Motor  Coaches  were  so  satisfactory  that 
the  company  ordered  two  6-cylinder  coaches  immediately  they  were  announced. 


TyI  \/f  T^  a  "r^\7'TT  T  T7    Three  new  C-cyUnder  Graham  Brothers  Motor  coaches  have  gone  into  service  for  the  Penn 
Xfl  XVJLXvxV.  J^  V  M.LyLfS2^   Public  Motor  Transportation  Company  at  Meadville,  Pa.,  alongside  of  the  three  4-cylinder 

coaches  that  have  already  made  an  astonishing  record  for  dependable,  economical  service. 

Graham 

MOTOR 


SOLD      VT     OODGS      8ROTHER.a 
D  E  A.  L,  B  B.  S        EV  E  R.VW  H  E  R.E 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


21 


Holding  Old  Ones 

Greater  Speedy  More  Smoothness^  Added 

Safety  and  Increased  Comfort  Mark 

the  6-Cylinder  Types  of  Qraham 

Brothers  Motor  Coaches 


With  6'cylinder  engine,  4'speed 
transmission,  4''wheel  brakes 
(Lockheed  Hydraulic)  and  3' 
stage  progressive  type  springs 
Graham  Brothers  Motor 
Coaches  are  rapidly  increasing 
their  already  widespread  pop" 
ularity. 

The  old  essentials  to  profitable 
operation  —  medium  capacity, 
low  operating  and  maintenance 
costs,  fine   appearance   and 


dependability  —  remain  basic. 

Service,  when  needed,  is  avail' 
able  from  Dodge  Brothers 
Dealers  —  always  and  every 
where. 

Price  is  exceptionally  low — due 
to  great  volume  production. 

Old  users  are  enthusiastic  over 
the  Six  line.  New  users  are 
steadily  increasing. 

GRAHAM      BROTHERS 

EVANSVriLE  —  DETROIT  — STOCKTON 

A     DIVISION      OF      DODGE-     B  R  O  T  H  E- R  S   ,      Inc 
GKAHAM    BROTHERS    (CANADA)    LIMITED.   TORONTO.  ONTARIO 


$4045 

12 -Passenger  Parlor 
Coach  (f.  o.  b.  Detroit) 


H060 

21-Passenger  Street  Car 
Type  (f.  o.  b.  Detroit) 


*4290 

16- Passenger   Parlor 
Coach  (f.  o.  b.  Detroit) 


Brothers 

COACHES 


22 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


General  Electric  is  continuously 
developing  new  methods,  new 
materials,  and  new  designs  for 
the  improvement  of  its  prod- 
ucts.The  results  of  this  research, 
as  applied  to  the  maintenance 
of  electric  railway  equipment, 
are  available  to  the  railway 
industry. 


Used  in  G-E  equipment 
hence  recommended  for 
equipment  maintenance 

The  highly  satisfactory  results  that  have  fol- 
lowed the  use  of  G-E  No.  880  insulating  com- 
pound prompt  its  unqualified  recommendation 
for  maintenance  work.  G-E  No.  880  will  not 
blister  or  burn  easily.  It  gives  a  hard,  smooth 
finish  which  shows  the  presence  of  carbon  dust 
immediately.  It  can  be  scraped  and  cleaned 
without  injury.  Since  it  is  oil  and  arc  resistant, 
its  use  is  particularly  adapted  to  commutator 
end-rings,  brush-yokes,  frames,  and  control 
parts  subject  to  the  possibility  of  flashing. 

Other  G-E  insulating  compounds  and  materials 
are  listed  in  the  G-E  Railway  Supplies  Catalog. 
Use  your  catalog  to  simplify  your  buying. 


GENERAL  ELECTRIC 


GENERAL      ELECTRIC      COMPANY.      SCHENECTADY, 


Y.,      SALES       OFFICES     IN       PRINCIPAL       CITIES 


Electric  Railway  Journal 

Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Publishing  Company,  Inc. 

Charles  Gordon,  Editor 


Volume  70 


New  York,  Saturday,  November  5, 1927 


Number  19 


Putting  Accident  Responsibility 
Where  It  Belongs 

MOST  accidents  are  due  to  carelessness.  This  is  par- 
ticularly true  of  grade  crossing  accidents.  Too 
many  j^eople  have  taken  the  ])osition  that  it  is  the  rail- 
way's duty  to  protect  the  crossing,  and  not  their  own  duty 
to  be  careful.  This  attitude  of  negligence  has  now  been 
rudely  upset  by  a  decision  of  the  United  States  Supreme 
Court  putting  the  responsibility  for  his  own  safety 
squarely  on  the  shoulders  of  the  driver  of  the  vehicle. 

"When  a  man  goes  upon  a  railroad  track,"  the  decision 
says,  "he  knows  that  he  goes  to  a  place  where  he  will  be 
killed  if  a  train  comes  upon  him  before  he  is  clear  of  the 
track.  He  knows  that  he  must  stop  for  the  train,  not 
the  train  for  him.  In  such  circumstances,  it  seems  to  us 
that  if  a  driver  cannot  be  sure  otherwise  whether  a  train 
is  dangerously  near,  he  must  stop  and  ^et  out  of  his 
vehicle,  although  obviously  he  will  not  often  be  required 
to  do  more  than  to  stop  and  look.  It  seems  to  us  that 
if  he  relies  upon  not  hearing  the  train  or  any  signal  and 
takes  no  further  precaution,  he  does  so  at  his  own  risk." 

Thus  the  Supreme  Court  set  aside  a  judgment  against 
the  Baltimore  &  Ohio  Railroad  allowed  by  a  lower  court 
in  favor  of  the  estate  of  a  man  who  was  killed  in  a  grade 
crossing  accident.  The  logic  applies  with  equal  force 
to  grade  crossings  of  electric  railways.  While  the  full 
import  of  the  decision  cannot  be  known  until  the  entire 
text  is  available,  it  would  seem  to  put  greater  responsibil- 
ity upon  the  automobile  owner  at  grade  crossings  than  in 
the  past.    This  is  a  step  in  the  right  direction. 

Needless  to  say,  the  railways  will  continue  to  take 
every  reasonable  precaution  to  prevent  accidents.  Putting 
the  responsibility  on  the  driver  after  the  accident  has 
happened  does  not  save  the  railway  from  loss.  It  will, 
however,  save  the  added  burden  of  a  large  indemnity 
for  injury  or  damage  for  which  the  railway  was  not  to 
blame. 


The  High  Cost  of  Automobiling 

FOR  the  first  time  authentic  figures  have  been 
obtained  that  show  how  the  average  dollar  is  spent  for 
retail  products  in  an  American  city.  The  United  States 
Census  Bureau,  with  the  co-operation  of  the  Chamber 
of  Commerce  of  the  United  States  and  the  local  cham- 
bers of  commerce,  has  recently  completed  a  retail  census 
of  distribution  in  eight  American  cities.  The  first  to 
be  released  is  that  in  Syracuse,  N.  Y.  From  a  trans- 
portation standpoint  the  most  remarkable  finding  is  that 
out  of  the  retail  purchase  dollar  nearly  17  cents  goes 
to  automobiling,  auto  sales  absorbing  about  10:J^  cents, 
gasoline  3^  cents  and  accessories  3  cents.  Since  the 
total  retail  sales  in  the  city  amount  to  $103,000,000,  the 
cost  of  automobiles  is  some  $17,250,000  a  year. 
Contrast  this  17  cents  for  automobiling  with  27  cents 


out  of  the  retail  dollar  .spent  for  food,  22  cents  for 
clothing  and  7  cents  for  housefurnishings — things  usu- 
ally looked  on  as  necessities — and  it  looms  even  larger. 
However,  it  is  only  when  a  comparison  is  made  with 
the  amount  paid  for  public  transportation  that  its  real 
significance  is  seen.  Residents  of  Syracuse  spent  some 
$2,355,000  for  trolley  and  bus  fares  in  1926.  Thus  the 
amount  spent  on  automobiles  in  that  city  last  year  was 
7.3  times  as  great  as  all  the  money  spent  for  public 
transportation ! 

It  may  be  argued  that  a  considerable  part  of  the  auto- 
mobile total  was  spent  for  capital  account,  being  for 
purchases  of  cars.  However,  it  is  an  expenditure  that  is 
going  on  year  after  year,  and  now  has  become  to  a 
large  extent  a  replacement  charge.  It  also  may  be  said, 
on  the  other  hand,  that  the  trolley  and  bus  fares  include 
a  certain  amount  for  depreciation  and  replacement  of  the 
plant. 

There  is  a  silver  lining  in  the  cloud,  in  that  the  num- 
ber of  passengers  carried  by  the  public  transportation 
system  in  Syracuse  increased  last  year  despite  this  stag- 
gering expenditure  for  a  competitor.  This  indicates 
that  the  public  has  an  appreciation  of  the  value  of  the 
railway  company's  service  and  is  making  use  of  it.  Fur- 
thermore, it  is  an  indication  that  when  the  public  carrier 
supplies  the  kind  of  service  demanded  by  the  public 
its  demise  is  a  long  way  off,  at  least  in  this  typical 
American  city. 


If  the  Public  Could  Be  Made  to  Understand 

FUNDAMENTAL  principles  of  business  are  so  un- 
erringly laid  down  in  the  decision  of  the  Massa- 
chusetts regulatory  body  in  the  Holyoke  fare  case  that 
it  is  too  bad  the  findings  in  full  will  go  largely  unread 
even  by  the  very  people  who  patronize  the  Holyoke  sys- 
tem. It  is  a  typical  case,  typical  in  that  the  city,  one  of 
60,000  people,  is  of  the  size  in  which  the  railways  have 
been  hardest  hit,  typical  in  that  the  management  has  been 
I)rogressive  and  alert  and  typical  in  that,  despite  all  that 
has  been  done,  3,000,000  fewer  riders  were  carried  in 
1926  than  in  1920. 

There  have  been  cases  of  exploitation  in  the  electric 
railway  field,  but  no  stigma  attaches  to  the  conduct  of 
the  Holyoke  property.  The  company  put  off  its  appeal 
to  the  state  until  the  last  minute.  It  sought  only  what 
was  just  and  reasonable  and  the  commission  insi.sts  that 
it  shall  be  allowed  what  is  just  and  reasonable.  That 
the  commission  deemed  it  expedient  to  modify  slightly 
the  tariff  filed  by  the  company  does  not  change  the  funda- 
mentals involved.  Massachusetts  utility  companies, 
judiciously  regulated  by  the  state  from  their  very  incep- 
tion, are  obliged  to  sell  their  stock  at  par  or  at  a  premium, 
if  they  are  to  sell  it  at  all. 

In  the  past  many  of  the  companies  serving  the  public, 
the  electric  railways  included,  have  sold  stock  at  a  hand- 
some premium.    Among  them  was  the  Holyoke  company, 


850 


ELECTRIC  RAILWAY  JOURNAL 


Vol. 70,  No. 19 


now  seeking  to  preserve  itself  in  the  face  of  changed 
economic  and  industrial  conditions.  It  is  true  the  com- 
pany paid  dividends  in  1926,  but  it  actually  earned  only 
4.17  per  cent  on  its  stock  and  premium. 

The  nub  of  the  situation  seems  to  lie  in  the  fact  that 
had  there  been  no  falling  off  in  the  number  of  passengers 
carried  in  1927  as  contrasted  with  1920  the  company 
would  have  received  additional  revenue  under  the  existing 
fare  equivalent  to  the  proposed  increase.  The  rates 
authorized  will,  it  is  thought,  preserve  the  status  quo. 
The  commission,  in  its  decision,  reiterated  that  any  policy 
which  results  in  failure  to  maintain  the  value  of  the 
stock  of  the  company  at  par  cripples  its  ability  to  meet 
the  needs  of  the  community,  impairs  its  credit  and,  if 
long  continued,  results  in  financial  disaster  to  the  com- 
pany and  great  inconvenience  to  the  public. 

There  is  nothing  new  in  this  as  a  commission  atti- 
tude. Neither  is  there  anything  new  in  the  statement 
of  the  commission  that  adequate  service  cannot  be  given 
unless  the  passengers  pay  rates  sufficient  to  provide 
adequate  service.  They  are  merely  axioms  oft  over- 
looked. It  is  the  constant  reiteration  of  these  things  that 
helps,  particularly  their  reiteration  in  the  clear,  forceful 
way  of  the  Massachusetts  commission  in  passing  upon 
the  issues  involved  in  the  Holyoke  application. 


Getting  More  Recruits  for  the 
Industry's  Work 

NEED  for  a  continuing  supply  of  skilled  labor  to 
carry  on  the  work  of  American  industry  has  been 
felt  ever  since  there  has  been  the  tremendous  increase  in 
output  demanded  by  the  present  markets.  Concern  on 
this  score  is  reflected  in  a  bulletin  recently  issued  by  the 
Department  of  Manufactures  of  the  Chamber  of  Com- 
merce of  the  United  States.  It  cites  specifically  a  recent 
banquet  given  to  more  than  500  veterans  in  one  concern 
with  service  records  of  25  to  50  years.  "How  are  they, 
with  their  skill  and  experience,  to  be  replaced?"  is  the 
pertinent  question  asked. 

Unfortunately,  trained  immigrants  or  the  draft  of 
skilled  labor  from  neighboring  plants  is  out  of  the  ques- 
tion. Those  who  still  contend  that  skilled  labor  can  be 
hired  when  needed  would  only  rob  Peter  to  pay  Paul. 
This  policy  can  have  but  one  outcome — lack  of  supplv 
as  the  demand  for  labor  increases  more  and  more  and 
the  present  skilled  workers  retire  or  die  oflf.  Someone 
must  do  the  training.  The  answer  is  to  induct  into 
trades  and  shops  American  boys  and  make  them  see 
the  industrial  opportunities,  meanwhile  turning  their 
eyes  from  the  white  collar  jobs.  That  this  can  be  done 
successfully  is  proved  by  results  in  a  number  of  com- 
panies where  attractive  training  has  been  developed. 

Experience  in  the  electric  railway  industry,  no  less 
than  in  others,  indicates  that  there  is  opportunity  for  the 
trained  worker,  no  matter  in  what  line  he  is  employed. 
Many  prominent  executives  have  passed  through  the 
school  and  have  found  it  a  direct  route  to  executive 
f)ositions. 

Nothing  should  be  done,  however,  to  prevent  the  entry 
into  the  industry  of  the  young  man  who  has  had  the 
opportunity  for  the  more  intensive  training  offered  by 
the  colleges  and  technical  schools.  If  such  men  can  be 
induced  to  enter  the  ranks  of  skilled  labor  they  can  have 
an  influence  on  methods  far  beyond  anything  yet  accom- 
plished. They  are  the  men  who,  if  ready  to  seek  the 
romance  and  reward  found  in  the  industrial  fabric  of  the 
country,  may  find  their  way  to  the  front  easier  than  had 


they  held  back  for  the  positions  that   from  the  outset 
carry  more  authority  and  less  bodily  labor. 

There  is  another  field  in  which  the  services  of  such 
young  men  can  be  of  great  value  as  they  become  profi- 
cient workmen.  This  is  in  the  training  of  other  young 
men  who  have  not  been  so  fortunate  in  their  educational 
advantages.  This  training  can  then  be  made  more  in- 
tensive and  more  interesting  than  when  outsiders  plan 
and  administer  it.  Those  .who  are  able  to  do  the  teach- 
ing will  have  a  reward  not  only  in  the  chance  for  their 
own  more  rapid  advancement  but  in  the  better  under- 
standing of  their  work  which  will  come  naturally  as  a 
result  of  their  labors  in  transmitting  it  to  others. 


The  Menace  of  Government  Operation  and 
Federal  Regulation 

NO  QUESTION  to  come  before  Congress  at  the 
impending  session  is  likely  to  be  of  greater  signifi- 
cance to  the  public  utility  industry  than  that  of  electric 
power.  The  issue  may  not  take  just  this  form,  but  it 
gives  prospects  of  resolving  itself  into  the  answer  to  the 
interrogations:  Shall  the  federal  government  decide  to 
allow  the  unrestricted  development  of  superpower  or- 
ganizations, or  will  Congress  further  tighten  the  present 
restrictions  ?  Shall  the  government  decide  to  go  into  the 
business  of  producing  and  selling  electricity? 

Proponents  of  government  operation  and  federal  regu- 
lation are  prepared  to  seize  upon  the  growth  and  magni- 
tude of  interconnection  and  the  growth  and  prosperity 
of  operating  and  holding  companies  to  increase  the 
inherent  human  fear  of  things  that  are  big.  That,  how- 
ever, is  not  all.  Political  adventurers  may  be  counted 
on  to  distort  the  situation  to  their  purposes  by  broad 
claims  based  on  the  citation  of  isolated  instances  which 
as  a  matter  of  fact  are  in  nowise  either  typical  or  symp- 
tomatic. Facts  will  be  sought  by  them  in  isolated  situa- 
tions where  either  exceptionally  efficient  municipal 
operations  or  exceptionally  inefficient  private  operations 
provide  the  arguments  they  want. 

It  is,  of  course,  true  that  the  utilities  are  not  entirely 
free  from  acts  of  remission.  In  the  interest  of  truth, 
however,  it  has  become  highly  important  to  the  utility 
industry  that  a  clear  contrast  be  drawn  in  the  public 
mind  between  these  few  apparent  black  spots  and  the 
record  of  honest,  intelligent  and  efficient  public  service 
that  has  characterized  the  development  of  the  great 
power  systems  of  the  country.  To  protect  the  public 
and  defend  the  principles  that  underlie  this  splended 
development,  accomplished  only  under  the  operation  of 
highly  specialized  private  management,  the  true  picture 
must  be  made  plain,  based  not  on  ingeniously  selected 
isolated  cases,  but  on  the  broad  resources  of  facts  that 
are  typical  and  true  of  the  industry  as  a  whole. 

As  Electrical  World  pointed  out  in  its  issue  of  Oct.  29, 
no  matter  what  one  may  think  Congress  is  or  is  not 
going  to  do,  the  issue  is  important.  If  not,  then  George 
B.  Cortelyou  would  not  now  be  heading  the  recently 
reorganized  joint  committee  of  National  Utility  Associa- 
tions and  be  at  work  preparing  to  conduct  a  campaign 
of  public  information  intended  to  spread  much  light  and 
expected  to  do  much  good.  This  effort  is  foredoomed  to 
only  a  fragment  of  the  achievement  that  might  be  pos- 
sible unless  the  million  and  more  men  and  women  of  the 
electrical  industry  are  alive  to  the  situation  and  daily 
exercise  their  personal  influence  in  behalf  of  the  industry 
of  which  they  are  a  part.  Theirs  is  the  obligation  to 
see  that  the  shadow  is  not  mistaken  for  the  form. 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


851 


Railways  Develop  a  Soul 

WITH  the  passing  of  the  years  there  has  been  a 
great  change  in  the  attitude  of  the  railway  toward 
its  public  and,  what  is  of  equal  moment,  with  its  em- 
ployees. True,  the  cartoonists  still  like  to  draw  pictures 
of  the  bloated  traction  magnates  with  well-filled  paunches 
covered  with  clothes  bearing  the  old  familiar  dollar  mark 
patterns.  Some  labor  leaders  still  like  to  portray  the 
two-fisted,  hard-boiled  boss  and  the  downtrodden  work- 
iiigman.  But  with  all  this  the  public  and  the  employee 
are  seeing  the  manager  in  an  entirely  different  nMe 
from  that  of  yesterday.  As  an  illustration  of  the  change 
in  attitude,  who  in  the  old  days  could  imagine  a  thou- 
sand employees  gathering  together  to  rejoice  over  the 
successful  culmination  of  a  customer-ownership  stock- 
.selling  campaign  which  they  had  conducted,  and  then 
remain  to  congratulate  the  president  of  the  company  on 
his  birthday  anniversary?  Or  who  could  conceive  of 
the  many  20-year  or  25-year  clubs  that  hold  meetings 
where  the  veterans  of  the  service  rub  elbows  with  the 
management  and  talk  of  the  past  and  the  future? 

Other  evidences  of  the  trend  of  the  times  are  the  men- 
and-management  control  of  several  leading  properties. 
Here  the  employees  and  the  officials,  working  in  a  common 
cause,  meet  and  discuss  the  problems  of  the  company, 
formulating  plans  to  foster  mutual  understanding  and  to 
promote  the  welfare  of  the  men  and  the  profits  of  the 
stockholders.  It  is  also  significant  that  in  such  com- 
panies many  if  not  all  of  the  employees  are  enrolled  in 
the  latter  classification. 

If  the  management  is  not  willing  to  adopt  a  human 
attitude  because  it  is  the  right  thing  to  do,  still  it  may 
find  a  reason  in  that  it  brings  the  right  kind  of  financial 
results.  Almost  without  exception  those  companies 
which  are  the  most  prosperous  are  the  ones  where  the 
employees  and  the  public  have  been  taken  into  the  confi- 
dence of  the  management.  When  they  have  been  in 
trouble  all  j^arties  have  got  together  and  found  a  way 
out  that  has  given  the  public  an  improved  service  and 
made  the  employer  a  better  one  for  which  to  work. 
Surely  this  is  a  result  well  worth  the  effort. 


Insurance  Regulations  for  Motor  Vehicles 
Need  to  Be  Unified 

ONE  of  the  outstanding  difficulties  to  be  overcome  in 
stabilizing  liability  insurance  of  motor  vehicle  com- 
mon carriers  is  the  simplification,  clarification  and  uni- 
formity of  insurance  regulations,  according  to  Henry 
Swift  Ives,  whose  address  on  insurance  problems,  deliv- 
ered at  the  recent  Utilities  Commissioners  convention 
at  Dallas,  is  abstracted  in  this  issue.  He  rightly  calls 
the  present  situation  "a  mess." 

Many  laws  have  been  enacted  by  state  legislatures 
and  many  rulings  made  by  state  utilities  commissions. 
Most  of  these  depart  from  standard  insurance  practices 
and  even  from  other  legislation  governing  the  insurance 
business,  according  to  Mr.  Ives.  Legislative  or  com- 
mission requirements  conflicting  with  standard  practices 
include:  (1)  Duplicate  coverage  of  bus  operators  with 
both  the  liability  policy  and  the  workmen's  compensa- 
tion act,  effective  in  most  states;  (2)  necessity  in  some 
states  for  separate  policies  for  bus  passengers  and  others 
for  which  the  operator  may  be  liable;  (3)  allowing  dam- 
age suits  to  be  brought  against  insurance  companies 
direct,  making  insurance  rates  higher  since  claimants  sue 


for  larger  amounts ;  (4)  ambiguous  statutes  and  commis- 
sion rulings  prescribing  the  limits  for  which  policies 
must  be  written ;  (5)  lack  of  bus  insurance  laws  prescrib- 
ing the  wording  of  policies  or  indorsements,  and  (6) 
requiring  that  the  insurance  policy  cover  not  only  the 
vehicles  specifically  enumerated  but  "any  other"  vehicles 
employed  in  the  service.  Other  similar  laws  and  rulings 
which  serve  no  particular  public  interest  add  materially 
to  the  cost  of  insurance. 

Little  or  no  consideration  has  been  given  by  any  state 
to  other  states  in  adopting  regulations.  The  lack  of 
uniformity  is  vexatious  to  insurance  companies  and  costly 
to  bus  operators,  especially  those  doing  an  interstate 
business  whose  operating  status  has  not  yet  been  def- 
initely settled.  Obviously  the  remedy  for  the  whole  situ- 
ation lies  in  the  co-operation  of  all  parties  interested — 
the  stock  insurance  companies,  the  utilities  commissioners 
and  the  bus  and  truck  operators — in  order  to  secure  the 
legislation  and  commission  rulings  necessary  to  obtain 
uniformity. 


Encouraging  Statistics  on  Safety  Zones  and 
Traffic  Lights 

OUT  of  a  recent  meeting  of  the  administrative  board 
of  the  American  Engineering  Council  held  at  York, 
Pa.,  come  interesting  and  encouraging  signs  in  the  matter 
of  street  car  safety  zones  in  city  streets.  Also  accident 
reductions  are  shown  as  a  result  of  the  installation  of 
electric  signal  traffic  control  in  many  cities. 

It  is  revealed  that  street  car  safety  zones  are  desirable 
on  wide  streets,  according  to  returns  from  81  cities  re- 
porting on  the  subject.  Also,  that  these  zones  marked 
on  the  pavement  but  without  other  protection  are  con- 
sidered worth  while  in  only  24  of  the  cities,  and  that  58 
cities  indicated  that  the  zones  are  desirable  only  if  pro- 
tected by  pedestals  and  lights.  Safety  islands  at  cross 
walks  are  deemed  effective  in  48  of  the  cities  for  use  in 
wide  streets  unguarded  by  signal  lights. 

Investigation  of  the  feasibility  and  protective  features 
of  the  electric  signal  traffic  control  reveal  71  cities  re- 
porting, of  which  54  have  reduced  the  number  of  acci- 
dents. Altoona,  Fort  Worth  and  Oklahoma  City  show 
a  reduction  of  100  per  cent.  Several  cities  report  reduc- 
tions ranging  from  40  to  80  per  cent.  In  62  cities  ve- 
hicle collisions  have  been  diminished.  In  the  month  prior 
to  the  installation  of  the  signals  in  Altoona  there  were 
37  accidents.  There  have  been  none  in  the  four  succeed- 
ing months.  In  connection  with  these  figures  it  should 
be  remembered,  however,  that  the  installation  of  syn- 
chronized lights  usually  slows  down  traffic  movement. 
Many  automobile  drivers  then  use  streets  not  so  con- 
trolled and  the  reduction  of  accidents  in  one  locality  is 
balanced  by  an  increase  elsewhere.  Experience  shows 
that  regulation  is  effective  only  when  it  is  properly  de- 
signed to  meet  the  needs  of  the  situation. 

The  industry  may  well  take  pride  in  these  results,  as 
it  has  in  no  small  way  contributed  to  elimination  of  acci- 
dents by  the  installation  of  street  safety  zones  and  the 
participation  of  its  engineers  in  matters  pertaining  to 
effective  electric  signal  traffic  control.  The  electric  rail- 
ways have  not  neglected  this  phase  of  public  relations. 
With  traffic  congestion  increasing  hourly  the  problem  of 
protecting  pedestrians  from  injury  and  the  owners  of 
vehicles  from  property  loss  and  of  securing  expeditious 
movement  of  traffic  must  be  shared  with  the  civic 
authorities. 


Passengers  boarding  a  limited  train  for  Chicago 


Rehabilitation  Brings  Results 

on  the  South  Shore  Line 

Within  two  years  this  property  has  been  supplied 
with  1,500-volt  equipment  instead  of  alternating 
current,  has  been  rehabilitated  in  many  other 
ways  and  has  almost  doubled  its  gross  revenue 


IN  THESE  days  when  private  automobile  competi- 
tion is  keen,  it  is  a  satisfaction  to  record  the  experi- 
ences of  those  interurban  electric  railways  which  have 
developed  good  business  in  spite  of  it.  Several  striking 
examples  of  this  kind  have  been  given  in  these  pages. 
Another  is  the  Chicago,  South  Shore  &  South  Bend 
Railroad,  which  in  a  little  less  than  two  years  has  almost 
doubled  its  gross  revenue.  In  the  first  six  months  of 
1927  the  gross  revenue  was  more  than  100  per  cent 
greater  than  for  the  corresponding  period  of  1926. 

The  following  figures  tell  at  a  glance  the  progress  that 
has  been  made  in  two  years : 

Year  Passenger  Revenue        Freight  Revenue 

1925    $599,236  $189,236 

1926    750,539  249,138 

Twelve     months     ended 

July  IS,  1927 1,217,116  330,489 

Details  of  the  steps  through  which  this  remarkable 
result  was  accomplished  are  given  in  the  company's  brief 
for  the  1927  Coffin  Prize.  References  also  have  been 
made  naturally  to  this  notable  change  in  current  issues 
of  the  Electric  Railway  Journal,  but  particularly  on 


pages  218-220  of  the  issue  for  Aug.  6,  1927.  The  facts 
herewith  are  taken  from  the  brief  mentioned,  so  to  a 
slight  extent  cover  material  printed  more  briefly  in  the 
Aug.  6  issue.  The  facts  are  given,  however,  from  a 
different  viewpoint. 

A  little  more  than  two  years  ago  the  physical  property 
and  equipment  were  in  a  badly  rundown  condition.  The 
company's  operating  revenues,  passenger  and  freight,  had 
shown  a  steady  decrease  year  by  year.  It  was  not  in  a 
position  to  give  the  public  the  character  of  service  neces- 
sary to  meet  competition,  particularly  from  the  private 
automobile.  The  present  management  acquired  the 
property  in  July,  1925,  and  immediately  undertook  an 
extensive  rehabilitation  program.  Speed  and  comfort  in 
travel  were  considered  essential  if  old  business  was 
to  be  held  and  new  business  procured.  Neither  of  these 
es.sential  requirements  was  possible  under  the  conditions 
which  prevailed  at  the  time  the  property  was  acquired. 
The  new  management  had  faith  in  the  future  of  the 
territory  served  by  the  railroad.  Investors  had  faith  in 
the  new  management. 

The  South  Shore  Line  is  a  subsidiary  of  the  Midland 


S52 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


853 


I 


7 


■  JfSSSSS 


South  Shore  Line  steel 
passenger  car,  with 
baggage  compartment, 
showing  vestibule  dia- 
phragm and  other  de- 
tails. In  the  back- 
ground is  one  of  the 
old-type  passenger  cars 


Utilities  Company,  a 
holding  company  hav- 
ing investment  in  a 
number  of  public  utili- 
ties in  the  territory. 
The  Midland  loaned 
its  credit  to  the  South 
Shore  Line,  enabling 
it  to  borrow  new  capi- 
tal to  rebuild  and 
change  over  from  a.c. 
to  1.500  d.c.  and  obtain 

new,  up-to-date  steel  equipment.  Without  this  credit  the 
railroad  could  not  have  been  rehabilitated  and  made  a 
useful  servant  of  the  public. 

New  equipment  equal  to  the  best  for  electric  railway 
service  was  ordered  to  assure  the  comfort  of  the  travel- 
ing public.  The  roadbed  was  rebuilt  to  permit  of  high 
speed  with  .safety,  new  stations  were  built  and  old  ones 
remodeled.  Schedules  were  speeded  up,  the  public  was 
kept  fully  informed  of  the  improvements  being  made 
through  extensive  pulilicity  and  advertising  and  traffic 
solicitation  was  actively  pushed.  Results  are  shown  in 
the  revenue  figures  quoted  on  page  852. 

The  results  achieved  by  the  South  Shore  Line  have 
been  accomplished  in  the  face  of  the  keenest  competition. 
No  fewer  than  nine  class  "A"  steam  railroads  operate  in 
the  territory,  competing  with  the  interurban  for  pas- 
senger business  in  one  or  more  of  the  cities  served,  while 
an  even  greater  number  of  belt  and  indu.strial  railroads 
compete  for  freight. 

In  addition  to  steam  railroad  competition  for  a  great 
part  of  its  length  the  South  Shore  Line  is  paralleled  by 
one  of  the  finest  paved  highways  in  the  country,  pro- 
viding ideal  facilities  for  motor  coaches  and  private  auto- 
mobiles. This  highway  is  the  main  entrance  into  Chi- 
cago from  Eastern  states  and  it  runs  through  the  famed 
vacation  resorts  in  northern  Indiana  and  southern  and 
western  Michigan.  A  number  of  motor  coach  routes 
operate  over  this  highway  in  direct  competition  with  the 
railroad,  so  that  it  is  only  by  giving  the  public  a  much 
faster  and  an  equally  comfortable  service  that  the  rail- 


Interior  view  of  South  Shore  Line  passenger  car,  showing  roomy 
seating  arrangement  and  wide  aisle 


A  four-car  South  Shore 
Line  passenger  train 
on  the  "Ideal  Section." 
This  stretch  of  track 
has  the  latest  type  steel 
bridges  for  supporting 
the  overhead  catenary 
construction 


road  has  been  able  to 
build  up  the  passenger 
business  it  now  holds. 
Realizing    the    im- 
portance of  the  motor 
coach  in  the  transpor- 
tation   field    and   its 
popularity  with  a  large 
portion  of  the  public, 
the  management  of  the 
South  Shore  Line  on 
assuming  control  took 
steps  in   connection   with   its   rehabilitation   program   to 
establish  extensive  motor  coach   service  and   so   far  as 
possible  make  it  an  auxiliary  to  the  railroad. 

With  that  end  in  view  a  separate  corporation  known 
as  the  Shore  Line  Motor  Coach  Company  was  organized. 
The  motor  coach  company  is  owned  jointly  by  the  South 
Shore  and  the  Gary  Railways,  a  street  railway  serving 
the  city  of  Gary,  Iiid..  and  connecting  it  with  a  number 
of  cities  in  the'  territory.  Like  the  South  Shore  Line, 
it  is  a  subsidiary  of  the  Midland  Utilities  Company. 

This  joint  ownership  of  the  motor  coach  line  by  the 
electric  railways  made  possible  a  co-ordination  of  its 
service  with  both  companies,  greatly  to  the  advantage  of 
the  traveling  public  through  the  issuance  of  tickets  good 
on  either  rail  or  motor  coach  lines  and  the  arranging  of 
schedules  to  provide  easy  transfer  facilities. 

Buses  Assist  in  Business  Building 

The  main  reason  for  organizing  the  motor  coach  com- 
pany as  a  separate  and  distinct  corporation  was  the  l)elief 
that  men  charged  with  responsibility  for  its  operation 
would  take  greater  interest  in  developing  its  business  than 
would  be  the  case  if  the  same  officials  operated  both  nifitor 
coach  and  railroad  lines. 

The  motor  coach  lines  have  assisted  the  railroad  mate- 
rially in  building  up  its  passenger  business  because  of 
the  co-ordinated  .service.  The  motor  coaches  cover  a 
wide  stretch  of  territory  far  removed  from  the  rail  lines. 
Passengers  traveling  from  Chicago  to  Michigan  vacation 
resorts  save  time  and  avoid  congestion  by  taking  the  rail 


854 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


line  to  Michigan  City,  Ind.,  and  there  transferring  to  a 
motor  coach. 

Coach  tickets  are  sold  with  an  optional  privilege  of 
riding  either  on  the  South  Shore  Line  trains  between 
Michigan  City  and  Chicago  or  on  the  coaches.  The 
attention  of  passengers  is  called  to  the  fact  that  an  hour 
or  more  can  be  saved  by  them  if  they  ride  on  the  train 

If  any  prefer  the  motor  coach  all  the  way,  regardless 
of  the  longer  time  required  to  travel  through  the  Chicago 
congested  area,  it  is  there  for  their  convenience  and 
choice.    The  transfer  business  between  motor  coach  and 


1924 


1925 


192b 


1927 


Gross  Operating  Revenue,  Passenger  Revenue  and  Freight 
Revenue  Since  1924 

It  is  interesting  to  note  the  marked  climb  in  gross  operating 
revenue  following  the  inauguration  of  new  hourly  service  and  the 
installation  of  the  new  passenger  equipment  late  in  August,  1926, 
as  well  as  the  continual  increase  in  the  following  months.  Up  to 
the  early  part  of  this  year  this  rise  was  due  almost  entirely  to 
increased  passenger  earnings.  Within  the  last  few  months  the 
freight  revenue  has  experienced  a  heavy  increase,  although  it  has 
had  a  steady  climb  since  the  railroad  came  under  the  present  man- 
agement. 


railroad  in  both  directions  at  Michigan  City  is  steadily 
increasing,  indicating  that  the  public  prefers  the  faster 
rail  line  in  the  congested  area. 

Direct  Entrance  to  Downtown  Chicago 

Another  factor  which  has  contributed  largely  to  the 
increase  in  passenger  revenue  of  the  South  Shore  Line  is 
its  direct  entrance  into  the  heart  of  Chicago  under  electric 
power.  This  was  made  possible  by  the  recent  electrifica- 
tion of  the  suburban  tracks  of  the  Illinois  Central  Rail- 
road and  the  working  out  of  an  agreement  with  that 
company. 

Under  the  conditions  which  formerly  prevailed,  trains 
of  the  South  Shore  Line  entering  and  leaving  Chicago 
were  pulled  by  a  steam  locomotive  between  downtown  and 
Kensington,  in  the  southern  section  of  the  city,  a  distance 
of  16  miles.  Changing  from  electric  to  steam  power 
necessitated  delays  and  the  speed  of  the  steam  locomotive 
was  much  slower  than  that  of  the  electric  motor. 

This  change  from  steam  to  electric  power  within  the 
city  of  Chicago  resulted  in  eliminating  the  delays  at  Ken- 
sington and  running  schedules  were  reduced  by  twelve 
minutes  for  the  16  miles.  The  reduction  in  time  alone 
greatly  increased  the  popularity  of  South  Shore  Line 
service. 


Having  increased  the  speed  of  its  trains  and  provided 
comfort  by  means  of  new  and  greatly  improved  equip- 
ment, one  thing  remained  to  complete  the  popularity  of 
South  Shore  Line  service.  That  was  to  increase  the 
convenience  to  the  public  by  more  frequent  service.  As 
soon  as  it  was  in  a  position  to  do  so  the  management  put 
through  trains  between  Chicago  and  South  Bend,  Ind. 
(a  distance  of  90  miles),  on  an  hourly  schedule  instead 
of  every  two  hours  and  installed  a  half-hourly  service 
between  downtown  Chicago  and  Gary,  Ind.  (a  distance  of 
31  miles). 

The  number  of  trains  operating  in  and  out  of  down- 
town Chicago  was  increased  from  25  to  72  daily.  The 
long-distance  rider  was  separated  from  the  short-distance 
commuter.  Each  class  was  given  a  distinct  service  for 
itself,  so  frequent  and  convenient  that  the  traveler  had 
no  reason  to  seek  other  means  of  transportation.  That 
the  public  appreciated  the  efforts  to  please  is  shown  by  the 
greatly  increased  business. 

In  developing  its  passenger  business  by  every  means  at 
its  command  the  company  did  not  overlook  the  possibili- 
ties of  freight  development.  Track  connections  were 
made  with  nine  steam  railroads  and  an  interchange  of 
freight  cars  effected.  Through  rates  were  established 
with  steam  railroads  between  the  East  and  Chicago  and 
to  points  west,  the  South  Shore  Line  serving  as  an  inter- 
mediate carrier. 

Interchange  Saves  Shippers'  Time 

By  use  of  this  interchange  system  shippers  found  that 
at  least  24  hours  in  the  time  of  delivery  could  be  saved. 
Freight  cars  on  the  electric  railroad  could  be  run  at  a 
much  higher  rate  of  speed  and  the  congestion  in  the 
steam  railroad  classification  yards  avoided. 

For  less  than  carload  freight  the  company  installed  an 
overnight  service  which  proved  popular  with  shippers. 
Receiving  stations  were  established  in  the  heavy  shipping 
districts  of  Chicago.  Freight  delivered  at  any  of  these 
stations  in  the  afternoon  is  hauled  by  trucks  and  trailers 
to  the  railroad  and  delivered  to  any  point  on  the  line 
ready  for  the  consignee  to  pick  up  the  following  morn- 
ing. Further  particulars  of  this  freight  service  will  be 
given  later. 

Operates  in  Diversified  Region 

In  considering  the  various  factors  which  have  contrib- 
uted toward  the  marked  success  with  which  the  South 
Shore  Line  has  met  in  the  last  year  the  territory  served 
should  not  be  overlooked. 

The  railroad  operates  between  Chicago  and  South 
Bend,  Ind..  a  distance  of  90  miles  in  a  south  and  east 
direction.  It  serves  the  great  industrial  center  in  the 
Calumet  River  region,  known  as  the  "Workshop  of 
America,"  with  its  immense  steel  mills  in  East  Chicago 
and  Gary,  its  great  cement  plants  and  other  factories 
which  give  employment  to  tens  of  thousands  of  workers. 

Emerging  from  this  beehive  of  industry  the  railroad 
skirts  the  shore  of  Lake  Michigan  from  Gary  to  Michi- 
gan City,  passing  through  the  famous  Indiana  Dunes,  a 
region  that  is  unique.  It  is  a  natural  playground  possess- 
ing the  distinctive  features  which  have  made  this  region 
a  mecca  for  outdoor  enthusiasts.  From  April  to  October 
there  is  an  endless  succession  of  wild  flowers. 

On-Time  Service 

It  was  recognized  that  in  the  past  trains  not  on  time 
had  been  a  factor  in  discouraging  use  of  the  railroad. 
As  a  result  a  strenuous  effort  has  been  made  to  keep 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


855 


trains  on  time.  At  the  time  the  line  was  taken  over  late 
trains  averaged  25  per  cent  of  the  total  number.  This 
percentage  was  reduced  to  three,  during  April,  1927. 
Due  to  the  fact  that  the  line  is  operated  over  single  track 
for  more  than  50  miles,  with  7  miles  over  city  streets  and 
a  great  number  of  railroad  crossings  in  the  industrial 
territory  on  its  west  end,  this  on-time  record  is  more 
impressive. 

New  Passenger  Cars  Purchased 

Another  of  the  significant  factors  in  the  building  of 
greater  patronage  was  the  installation  of  new  passenger 
equipment.  Twenty-five  new  steel  cars  were  placed  in 
service  late  in  August,  1926.  The  cars  were  designed  in 
the  railroad's  equipment  engineering  department  and  are 
most  modern  in  every  detail.  They  are  equipped  with 
four  210-hp.  motors  and  are  capable  of  attaining  a  speed 
of  67  m.p.h.  They  are  built  for  multiple-unit  control  and 
their  cost  was  $1,000,500. 

A  feature  of  their  design  is  the  separation  of  the 
smoking  compartment  from  the  balance  of  the  car  through 
an  arrangement  similar  to  that  in  steam  railroad  Pull- 
mans.   This  eliminates  the  passing  of  passengers  through 


the  smoking  compartment  in  boarding  or  leaving  the  car 
and  has  proved  popular. 

So  rapid  was  the  resulting  growth  of  business  that 
twenty  additional  passenger  cars  were  ordered  six  months 
after  the  first  cars  were  received.  They  are  of  the  same 
general  design,  ten  being  motor  cars  and  ten  trailers.  All 
of  the  seats  in  the  twenty  new  cars  are  of  the  reversible 
"bucket"  type,  a  departure  in  equipment  of  this  sort. 

Two  new  steel  dining  and  two  parlor-observation  cars 
were  purchased  and  placed  in  service  early  in.  1927.  They 
are  operated  on  twelve  trains  daily  between  Chicago  and 
South  Bend  and  are  considered  the  finest  of  their  kind 
ever  placed  in  service  on  an  electrically  operated  railroad. 
Their  total  cost  was  approximately  $180,000. 

Dining  and  Parlor  Car  Service 

The  dining  cars  provide  serving  accommodations  for 
24  persons.  Their  interior  is  finished  in  light  shades  of 
lacquer,  with  carpeted  floors,  handsome  tables  and  chairs 
and  fine  linens,  china  and  silverware.  The  kitchens  were 
built  on  an  extra  large  scale,  making  possible  fast  service. 
This  was  done  in  order  that  short-haul  passengers  be- 
tween  Chicago  and  the  nearby  towns  of   Gary,   East 


856 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


Chicago  and  Hammond  might  finish  their  meals  between 
cities,  or  within  37  minutes. 

The  parlor-observation  cars  seat  21  persons  in  indi- 
vidual easy  chairs.  They  also  have  a  smoking  compart- 
ment for  men  and  a  handsomely  appointed  ladies'  lounge. 
A  buffet  kitchen,  in  which  light  lunches  may  be  prepared, 
is  included.  Glass-inclosed  observation  platforrns  are  at 
either  end  of  the  cars,  making  unnecessary  turning  them 
at  the  end  of  the  line. 

Both  dining  and  parlor  cars  have  six-wheel  trucks. 
a  departure  in  electrically  operated  railroad  equipment 
which  greatly  increases  ease  in  riding.  They  are  slightly 
longer  than  the  regular  passenger  equipment. 

The  exteriors  of  all  cars  are  finished  in  a  distinctive 
shade  of  orange,  with  maroon  letterboards  and  trimming. 
This  color  makes  South  Shore  Line  cars  easily  distin- 
guishable from  other  railroad  equipment  using  the  Illinois 
Central  Terminal  and  also  tends  toward  greater  visibility. 
All  car  equipment  is  of  standard  steam  railroad  width, 
and  the  passenger  cars  are  60  ft.  in  length. 

"Crack"  Trains  Named 

In  an  attempt  at  greater  popularization  of  the  dining 
and  parlor  car  trains  they  have  been  given  names  having 
a  close  association  with  the  district  served. 

The  trains  leaving  Chicago  are  known  as:  Notre 
Dame  Limited,  Duneland  Limited,  Industrial  Limited, 
Indiana  Limited,  Marquette  Limited  and  St.  Joe  Valley 
Limited. 

Leaving  South  Bend  are  the  following:  Fort  Dear- 
born Limited,  Grant  Park  Limited,  Illinois  Limited,  the 
Boulevardier,  Randolph  Limited  and  Garden  City  Lim- 
ited. A  train  known  as  the  Chicago  Theater  Special 
leaves  Gary  in  the  evening  at  a  time  convenient  for  resi- 
dents traveling  to  Chicago  playhouses. 

"Every  hour  on  the  hour"  and  "Every  halt  hour  on 
the  hour  and  half  hour"  are  the  easily  remembered 
phrases  describing  the  leaving  times  of  South  Shore 
Line  trains  from  terminals. 

Schedules  were  arranged  in  this  manner  with  the  sole 
object   of   greater   public   convenience. 

Co-ordination  of  Rail  and  Motor  Coach  Service 

As  already  explained,  a  lu.xurious  type  of  motor  coach 
service  was  developed  in  co-ordination  with  that  on  the 
railroad.  The  main  line  of  the  coach  company  is  oper- 
ated between  Chicago  and  Muskegon,  Mich.,  paralleling 
the  railroad  on  the  Dunes  highway  as  far  as  Michigan 
City  and  thence  going  north  through  the  popular  resort 
country  on  the  eastern  shore  of  Lake  Michigan  to 
Muskegon,  140  miles  from  Michigan  City.  Coach  sched- 
ules are  so  arranged  that  there  is  only  a  few  minutes' 
wait  between  the  arrival  of  the  train  and  the  departure 
of  the  coach,  and  vice  versa.  Interchange  between  the 
coaches  and  trains  is  increasing  in  popularity  as  its  fea- 
tures become  better  known  to  the  riding  public. 

This  operation  of  motor  coaches  many  miles  off  the 
line  for  the  purpose  of  enlarging  the  scope  of  territory 
served  by  the  railroad  proved  such  a  valuable  attribute 
of  the  service  that  a  second  line  has  been  established, 
providing  joint  rail  and  coach  service  between  Chicago 
and  Detroit,  Mich.  Under  the  new  plan  Detroit  pas- 
sengers may  board  a  dining  car  train  in  Chicago  and, 
after  luncheon,  board  a  non-stop  coach  for  Detroit  at 
South  Bend.  The  line  is  known  as  the  "Golden  Arrow." 
Coaches  of  the  newest  type,  fitted  with  toilets  and  wash- 
rooms, permitting  the  elimination  of  rest  stops,  have  been 


delivered  for  the  run.  They  were  scheduled  to  Ijegin 
operation  on  July  22.  The  passengers  may  leave  either 
Detroit  or  Chicago  at  noon  and  be  at  their  destination 
8^  hours  later,  a  saving  over  other  motor  coach  routes 
of  more  than  three  hours  in  running  time. 

One  other  instance  of  successful  co-ordination  between 
the  Shore  Line  and  the  South  Shore  Line  has  been 
demonstrated  at  Hammond,  Ind.  The  railroad's  sta- 
tion at  that  place  is  about  ,1  mile  from  the  business 
district  and  a  somewhat  greater  distance  from  the  resi- 
dential area. 

During  the  past  year  coach  service  was  inaugurated 
between  the  station  and  the  above-mentioned  residential 
neighborhood,  operating  through  the  center  of  the  busi- 
ness section  of  the  city.  The  line  almost  immediately 
showed  a  return  and  traffic  on  the  railroad  has  increased 
materially  due  to  the  convenience  of  the  motor  coach 
service,  which  was  arranged  to  meet  all  incoming  and 
outgoing  trains. 

Cheerful,  Courteous  Trainmen 

While  millions  of  dollars  were  being  expended  to  im- 
])rove  the  railroad's  service,  the  value  of  the  human 
equation  was  not  lost  sight  of  by  the  management.  It 
may  be  said  that  trainmen  and  other  employees  coming 
in  contact  with  the  public  seemed  to  fall  into  step  with 
the  other  improvements  and  to  increase  their  attitude 
of  politeness. 

Others  who  could  not  adapt  themselves  so  readily  were 
taught  the  tenets  of  modern  railroad  service.  Meetings 
were  held  at  which  operating  officials  explained  the  prin- 
ciples of  service  as  well  as  differences  in  other  operating 
methods.  Patrons  were  quick  to  note  the  change  and 
many  letters  of  commendation  have  resulted. 

Other  Incentives  for  Business 

Passenger  cars  are  kept  clean,  both  inside  and  out. 
Regularly  scheduled  washings  take  place  at  terminals  and 
in  the  company's  shops.  The  upper  third  of  the  seat 
backs  are  covered  with  linen  cases,  giving  the  car  interior 
a  clean  appearance. 

A  plan  for  baggage  checking  on  trains  was  placed  in 
effect  with  the  operation  of  the  new  equipment,  several 
units  of  which  were  built  with  baggage  compartments. 
Arrangements  were  made  with  transfer  companies  in 
the  terminal  cities  in  order  that  through  passengers  might 
be  relieved  of  the  trouble  of  rechecking  their  baggage 
either  to  other  railroad  stations  or  to  their  homes. 

Approximately  500  agents  of  the  Chicago  Rapid 
Transit  Company,  who  are  constantly  in  touch  with  a 
great  portion  of  the  Chicago  public,  and  between  40  and 
50  agents  of  the  Illinois  Central  Railroad  suburban 
service  were  taken  on  inspection  trips  of  a  day's  duration 
on  the  railroad  and  motor  coach  line  early  this  year. 
This  was  done  in  order  that  they  might  become 
acquainted  with  the  service  and  be  in  a  position  to  give 
first-hand  information,  if  called  upon,  and  in  this  way 
aid  in  selling  it  to  the  public. 

In  a  later  article  an  account  will  be  published  of  the 
betterments  made  in  the  freight  service,  which  propor- 
tionately have  been  as  great  as  in  the  passenger  service, 
and  of  the  engineering  improvements  made  on  the  prop- 
erty other  than  those  in  the  cars  and  change  to  direct 
current  already  mentioned.  An  indication  will  also  be 
given  of  the  changed  financial  status  of  the  company 
which  has  resulted  from  the  present  policy  of  better 
service. 


Interchange  of  Ideas 

Aids  the  Industry 


By  R.  P.  Stevens 

President  American  Electric  Railway  Association 


A  feature  of  the  first  fall  meeting  of  the  New  Eng- 
land Street  Railway  Club  was  an  address  by  the  pres- 
ident of  the  American  Electric  Railway  Association, 
pointing  oat  the  trends  in  local  transportation  as  in- 
dicated in  the  briefs  submitted  in  the  1927  Charles  A. 
Coffin  competition.— KniTov.. 

EUROPEAN  observers  have  declared  that  one  of 
the  potent  reasons  for  American  industrial 
supremacy  is  the  readiness  of  industrial  leaders, 
even  though  competitors,  to  exchange  ideas  and  experi- 
ences and  to  discuss  problems  in  common.  Of  no  other 
industry  is  this  so  true  as  of  the  electric  railway  indus- 
try. The  accomplishment  or  experience  of  one  operator 
is  ever  at  the  command  of  others.  For  guidance  one 
cannot  do  better  than  turn  to  the  briefs  submitted  to 
the  American  Electric  Railway  Association  in  the  recent 
Charles  A.  Coffin  Prize  contest.  True,  the  contestants 
for  the  Coffin  Award  were  only  a  few  of  the  many  suc- 
cessful operators  of  the  country,  yet  the  presentations  of 
these  twelve  show  such  a  common  trend  that  a  composite 
picture  of  their  activities  and  accomplishments  is  repre- 
sentative of  the  best  in  the  industry  as  a  whole. 

The  purpose  of  every  transport  organization  is  to 
supply  its  communities  with  a  service  that  will  meet  the 
public  needs,  be  so  acceptable  that  the  revenues  received 
will  pay  for  that  service,  and  yield  a  proper  return  to 
those  whose  investments  have  made  the  service  possible, 
thus  inviting  new  capital  at  reasonable  cost  to  meet  ever- 
expanding  requirements. 

Car  Rider  Pays  for  Service 

To  my  mind,  electric  transportation  has  suffered  from 
lack  of  service — lack  of  good  service — in  a  highly  com- 
petitive field.  Our  customers  are  the  judges.  They 
choose  the  means  of  transportation  which  appeals  to  them. 
They  have  become  accustomed  to  the  advantages  and 
luxuries  of  the  private  automobile,  which  thus  has  be- 
come largely  the  measure  applied  to  our  service.  To 
compete,  our  service  must  be  high  class,  ever  keeping 
step  with  the  modern  trend  toward  greater  comfort  and 
more  luxurious  living.  We  must  meet  conditions  as  they 
exist — not  seek  to  change  conditions  to  fit  preconceived 
ideas  of  what  our  customers  should  have.  It  is  prac- 
ticable to  do  this.  Some  of  the  contestants  for  the 
Coffin  award  show  how  it  is  being  done. 

With  public  consciousness  awakened  to  the  realization 
that  local  mass  transportation  is  essential  to  community 
progress  many  companies  have  been  able  to  free  them- 
selves from  a  variety  of  inconsistent  tax  impositions  that 
prevented  them  knowing  where  they  stood  from  one  year 
to  the  next ;  saved  them  from  paying  for  pavement  which 
they  do  not  use  and  that  only  makes  their  track  construc- 
tion more  costly;  from  sprinkling  streets;  from  paying 


salaries  of  traffic  police,  or  from  similar  charges  that 
have  come  down  to  us  from  a  dim  and  distant  past. 
Freedom  from  such  unwarranted  burdens  permits  use 
of  revenue,  formerly  so  diverted,  to  give  service,  the 
thing  the  car  rider  is  paying  for.  So,  too,  does  relief 
from  compulsory  two-man  operation  when  automatic 
equipment  permits  equal  or  better  service  with  a  single 
operator. 

In  other  cities  the  way  has  been  opened  for  improved 
service  and  the  proper  selling  of  that  service  by  protec- 
tion from  piratical  competition,  and  by  allowing  the 
transportation  management  to  use  its  judgment  in  the 
choice  between  car  and  bus.  In  this  connection,  agree- 
ment of  the  community — as  in  Norfolk  and  Richmond— 
that  a  quarter  mile  spacing  between  routes  does  not  im- 
pose any  walking  hardship  should  be  a  valuable  help 
to  companies  facing  demands  to  extend  bus  routes  in 
every  direction  and  on  every  street.  Even  a  bus  route 
requires  a  certain  minimum  population  to  be  self- 
sustaining. 

Superior  Service  Justifies  Higher  Taxes 

In  the  determination  of  rates  of  fare  also  are  found 
ways  leading  to  improved  and  more  salable  service. 
Grand  Rapids  and  Virginia  teach  the  value  of  recognition 
of  the  right  to  earn  a  given  rate  of  return,  whether  or 
not  under  a  service-at-cost  arrangement,  while  a  number 
of  those  companies  whose  darkest  days  are  behind  them 
have  placed  in  effect,  or  have  applied  for,  a  basic  10-cent 
fare. 

These  companies  are  awake  to  the  true  characteristic 
of  the  American  people — the  determination  to  have  the 
best  and  the  willingness  to  pay  for  it.  Success  in  secur- 
ing higher  fares  through  consent  of  local  bodies  was 
not  born  of  pity  for  the  poor,  down-trodden  trolley.  It 
was  based  on  the  definite  idea  of  raising  the  standard 
of  service  to  a  level  that  would  justify  the  higher  charge 
for  the  ride. 

Operating  activities  of  the  companies  to  reach  high 
standards  of  service  are  manifold.  The  trend  we  find 
is  toward  the  purchase  of  power  instead  of  the  main- 
tenance of  generation  plants.  This  and  the  use  of  auto- 
matic substations  go  a  long  way  toward  simplifying  the 
organization  of  interurban  railways  in  particular. 

Steel  ties  and  welded  rail  for  paved  track ;  creosoted 
bridge  timbers  and  ties ;  automatic  track  switches,  and 
the  like,  in  widespread  use  show  what  the  live  railway 
man  is  doing.  When  one  property  reduces  way  main- 
tenance 14  per  cent  in  four  years  and  another  doubles 
the  car-miles  to  each  derailment,  we  know  that  the  way 
engineer  is  developing  ideas  of  his  own. 

So,  too,  in  the  shops.  Individual  motor  drive  and 
specialized  tools  bought  from  responsible  manufacturers 


857 


858 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  NoA9 


have  replaced  obsolete  shafting  and  awkward  home-made 
contrivances  with  a  notable  saving  in  man-power  and 
improvement  in  results,  while  companies  have  spent  lib- 
erally for  modern  rest  rooms  and  wash  rooms  on  the 
sound  principle  that  better  surroundings  lead  to  better 
work. 

It  is  heartening  to  find  company  after  company  report- 
ing lower  maintenance  charges,  whether  due  to  better 
shop  practices  or  to  a  larger  percentage  of  modern  cars. 
Little  Rock,  for  instance,  reports  a  reduction  of  30  per 
cent,  while  El  Paso  maintains  one-man  cars  for  1.58  cents 
a  mile,  though  the  equipment  is  not  new. 

In  the  progress  toward  the  new  day  in  electric  trans- 
portation the  rolling  stock  necessarily  is  of  prime  im- 
portance. The  up  and  coming  companies  of  today  have 
selected  their  cars  and  buses  in  full  realization  of  the 
fact  that  there  are  22,000,000  deeply  cushioned,  pneu- 
matic-tired private  vehicles  in  use  in  the  United  States. 
Accordingly  the  trend  is  toward  body  design  and  equip- 
ment that  provide  luxurious  comfort,  ease  and 
convenience  for  the  rider.  Slat  and  spring-cushioned 
rattan  seats  are  giving  way  to  leather  upholstery  with 
air  cushions.  Maple  strip  and  cement  flooring  is  being 
superseded  by  linoleum  and  rubber.  Cabinets  hide  once 
obtrusive  door  engines,  piping  and  valves.  Noise 
diminution  is  studied,  as  in  Birmingham,  with  resultant 
elimination  of  trapdoors,  adoption  of  helical  gearing  and 
use  of  cork  and  cement  filling  for  bolsters.  From  our 
sister  utilities  in  the  light  and  power  field  we  are  learn- 
ing the  value  of  good  car  lighting.  The  modern  electric 
car  provides  well-difTused  illumination  of  ample  intensity 
with  glare  eliminated. 

Car  Development  Has  Not  Stood  Still 

For  exterior  decoration  the  companies  are  seeking  the 
color  combinations  that  will  meet  the  twofold  purpose  of 
attractiveness  and  visibility.  Some,  as  in  Grand  Rapids, 
are  reviving  the  fine  old  custom  of  naming  cars  after 
locally  noted  individuals  or  organizations,  a  pleasant 
gesture  that  helps  sell  rides  and  win  pul)lic  good  will. 

Except  on  the  largest  railways,  100  per  cent  one-man 
operation  is  in  effect,  or  on  its  way.  The  favored  car 
for  this  purpose  is  one  seating  from  44  to  48  passengers, 
such  as  Grand  Rapids  and  other  companies  have  found 
to  make  their  best  showing  right  in  the  automobile-own- 
ing districts.  The  industry  needs  a  smaller  unit,  too,  but 
it  must  be  a  better  riding  vehicle  than  the  single-truck 
car  of  the  past. 

Without  question  this  trend  in  car  construction  was 
stimulated  by  the  bright  colors  and  soft  upholstery  of 
the  motor  bus,  but  the  buses  themselves  were  far  from 
perfect  for  mass  transportation.  They  were  too  light 
and  seating  capacity  was  overstrained.  The  difference 
between  independent  operation  with  such  equipment  and 
operation  of  motor  vehicles  by  experienced  electric  rail- 
way managements  has  been  developed  in  many  cities.  A 
motor  bus  doing  electric  railway  work  requires  the  sturdi- 
ness  and  passenger-interchange  qualities  of  a  good  street 
car.  Hence  the  adoption  of  air  brakes,  treadle-operated 
rear  doors  and  other  features. 

In  one  city  development  of  a  body  with  50  per  cent 
greater  capacity — ^twenty  seats — converted  unprofitable 
operation  into  profitable  operation  on  industrial  routes. 
In  other  cities  we  learn  that  good  judgment  as  to  the 
capacity  of  buses  on  various  types  of  routes  marks  the 
difference  between  success  and  failure.  Standardization 
does  not  necessarily  mean  economy. 

The  line  between  the  relative  field  of  the  electric  car 


and  the  motor  bus  cannot  be  drawn  definitely  or  perma- 
nently. If  electric  car  development  had  stood  still,  the 
trolley  may  have  disappeared  from  all  but  the  largest 
centers  by  this  time.  But  it  has  not  stood  still — it  will 
not   stand  still. 

If  a  small-town  problem  is  to  be  solved,  there  is  the 
example  of  Durham,  where  a  deficit  in  1925  promises 
to  become  a  substantial  surplus  in  1927.  There  the  man- 
agement has  retained  rail  operation  only  where  the 
business  justified,  and  has  used  the  bus  to  replace  unwar- 
ranted rail  service.  The  encouraging  fact  here  is  that 
wise  co-ordination  proves  there  is  a  place  for  a  popular 
price  transport  system  even  in  a  city  of  45,000. 

In  the  larger  city  of  Norfolk  is  found  the  most  dras- 
tic rerouting  and  interlacing  of  car  and  bus  routes  of 
recent  years.  The  bus  routes  originated  with  "jitneys," 
partly  parallel  with  car  lines  and  partly  in  new  terri- 
tory. Nearly  15  per  cent  of  the  joint  mileage  was  cut 
off  in  the  rearrangement,  the  company  reduced  vehicle- 
miles  approximately  10  per  cent,  yet  carried  10  per  cent 
more  riders. 

Schedule  speed  and  traffic  congestion  are  transporta- 
tion problems  in  solving  which  the  companies  need  and 
should  have  the  hearty  co-operation  of  the  local  author- 
ities and  the  public. 

Rerouting  that  has  brought  a  14  per  cent  improvement 
in  service,  combined  with  a  more  scientific  system  of 
traffic  signals,  accounts  for  the  remarkable  fact  that  the 
schedule  speed  of  Chicago  surface  cars  increased  from 
10.73  m.p.h.  in  1921  to  11.18  m.p.h.  in  1926. 

We  all  know  the  serious  effect  the  earlier  traffic  sig- 
nal systems  had  on  the  schedule  speed  of  street  railways. 
The  Chicago  Surface  management  refused  to  suffer  in 
silence.  To  it  goes  the  credit  for  developing  a  most 
important  improvement  in  signals,  the  use  of  which  is 
declared  to  have  increased  the  Loop  district  street 
capacity  to  50  per  cent. 

The  higher  speeds  here  and  elsewhere  are  encouraging 
because  it  is  so  often  asserted  that  the  rail-bound  car 
is  archaic;  that  the  dodging  bus  is  faster.  This  asser- 
tion is  not  borne  out  by  the  facts. 

It  is  inspiring  to  note,  in  the  face  of  increased  traffic 
congestion,  that  nearly  all  the  companies  report  reduc- 
tions in  the  niunber  and  cost  of  accidents — results 
obtained  through  organized  accident  prevention  work, 
prizes  for  safety  ideas,  co-operation  with  civic  interests 
and  safety  publicity. 

Improvement  Made  in  Salesmanship 

From  the  narratives  of  the  contestants  for  the  Coffin 
Award  we  can  learn  also  how  service  has  been  placed 
upon  a  sound  merchandising  basis,  backed  up  by  sales- 
manship on  the  part  of  the  utilities  and  their  employees 
so  that  the  essential  convenience,  comfort  and  economy 
of  this  means  of  transportation  may  be  fully  realized  by 
the  people  served. 

The  range  of  publicity  ideas  and  mediums  is  wide — 
newspapers,  pamphlets,  placards,  posters,  motion  pic- 
tures, billboards,  electric  signs,  floats  in  parades  in  almost 
endless  train.  Ride  selling  and  good  will  bitilding  go 
hand  in  hand.  Occasional  radio  broadcasts,  at  least,  are 
common.  Some  companies  engage  outside  talent  for 
entertainment.  Fort  Worth,  however,  has  its  own  quar- 
tet, its  "Speed  with  Safety"  band  and  now  its  "Inter- 
urban  Theater  Players." 

Public  good  will  is  essential  to  utility  success.  Direct 
sale  of  the  utility's  service  alone  is  not  sufficient.  It 
has  civic  duties  in  proportion  to  its  importance  in  com- 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


859 


munity  life.  In  this  connection  we  find  companies 
encouraging  their  employees  to  be  active  in  civic  organi- 
zations and  movements,  whether  the  purpose  be  a  com- 
munity chest,  public  safety,  a  hospital,  an  orphan  asylum, 
or  what  not. 

The  man  on  the  car  is  the  company's  representative 
to  the  thousands  of  riders.  The  increased  attention  to 
training  him,  not  only  in  safe  and  efficient  operation, 
but  in  selling  rides  and  pleasing  the  public,  is  gratifying. 
A  step  in  this  direction  is  the  greater  latitude  allowed 
conductors  and  operators  in  adjusting  mistakes  in  the 
payment  of  fare  instead  of  requiring  the  passenger  to 
spend  possibly  half  a  day  in  a  trip  to  an  office  to  recover 
a  few  cents. 

Salesmanship  on  the  cars  is  gaining,  too,  with  the 
gradual  decrease  in  labor  turnover.  Unquestionably  the 
combination  of  one-man  cars  and  automatic  equipment 
is  attracting  a  finer  class  of  men,  while  wages  are  at  a 
point  that  makes  them  look  upon  their  work  more  as  a 
permanent  occupation  than  as  stop-gap  employment. 
Contributing  to  this  result  also  are  group  insurance ; 
dental,  legal  and  medical  attention,  sometimes  free ;  im- 
proved surroundings,  on  and  oflf  the  cars ;  subsidies  for 
educational  purposes,  and  opportunity  to  become  partners 
in  the  business  through  purchase  of  stock  on  easy  terms. 

Financial  Structure  Simplified 

On  the  financial  side  simplification  of  structure  is 
important  to  the  end  that  the  electric  railway  may  be 
self-sustaining  and  its  securities  more  marketable.  What 
has  been  accomplished  in  this  direction?  Grand  Rapids' 
service-at-cost  franchise,  its  financial  reorganization  with 
scaling  down  of  fixed  charges,  and  its  improved  service 
led  to  a  declaration  of  dividends  in  August,  1927 — the 
first  since  1918 — and  this  utility  is  dependent  entirely 
upon  revenue  from  transportation. 

The  Arkansas  Power  &  Light  Company,  Little  Rock, 
in  simplifying  its  financial  structure  was  able  to  issue 
5  per  cent  bonds  to  replace  issues  at  higher  rates  and 
to  find  new  money  through  the  customer-bwnership 
sale  of  7  per  cent  preferred.  Confidence  in  the  moderni- 
zation program  of  the  Chicago,  South  Shore  &  South 
Bend  Railroad,  a  90-mile  interurban,  was  such  that  in- 
vestment trust  certificates  were  marketed  at  4^  to  5^ 
p)er  cent.  In  two  years  this  company  doubled  its  passen- 
ger bus  business  through  the  use  of  better  cars,  operated 
on  shorter  headways  at  higher  speeds,  in  co-ordination 
with  motor  trucks  and  trailers. 

All  this  goes  to  show  that  the  electric  railways  are 
keeping  everlastingly  at  it.     We,  of  that  industry,  have 


the  brains,  the  will  and  the  energy  to  keep  abreast  of 
the  most  exacting  requirements  of  the  public,  but  we 
cannot  do  it  alone. 

We  can  provide  the  transportation — the  cheapest  form 
of  transportation  known — if  we  have  the  earnings.  But 
we  are  only  one  party  to  the  contract.  However  well 
we  do  our  part,  we  cannot  succeed  unless  the  other 
party  to  the  contract — the  public — does  its  share  also. 

It  has  been  demonstrated  that  the  people  are  willing 
to  pay  for  good  service,  but  the  electric  railway  has  been 
the  football  of  politicians  so  long  that  it  is  hard  for 
them  to  realize  that  times  have  changed  and  that  the 
best  interests  of  the  community  require  a  rate  of  fare 
commensurate  with  the  service  demanded. 


Coal  Conserved  by 
Chicago  Surface  Lines 

WHAT  has  been  accomplished  along  the  lines  of  coal 
conservation  in  the  shops  and  buildings  of  the 
Chicago  Surface  Lines  without  causing  discomfort  is 
related  in  the  Cofiin  Prize  brief  of  the  company. 

The  following  tabulations  for  1926  and  1927  speak  for 
themselves : 


COST  OF  FUEL 

Year  1923 

MeaQ  average  temperature,  deg 50.4 

Carhouses — 5,985.  58  tons  at  $4.  69  a  ton $28,072  37 

Shops—      15,500.00  tons  at  $3.96  a  ton 61,341.88 

Totals — 21,485.58  tons $89,414.25 

Ybab  1926 

Mean  average  temperature,  deg 47.  9 

Carhouses — 4,927.56  tons  at  $3.  70  a  ton $18,231.97 

Shops —        9,808  tons  at  $3.  92  a  ton 38,490.  80 

Totals—  14,735.56  tons $56,722.77 

This  economy  has  been  effected  by  the  introduction  of 
scientific  firing  instructions,  careful  supervision  and 
greater  care  in  the  selection  of  the  coal. 


Picturesque  Loop  at  Miami,  Okla. 

LANDSCAPE  gardening  has  made  a  real  beauty  spot 
-/  of  the  South  Main  Street  loop  of  the  Northeast 
Oklahoma  Railroad,  Miami,  Okla.  Not  many  of  the 
railway  passengers  see  this  spot,  because  it  is  located  on 
the  outskirts  of  the  city.  On  account  of  its  location  be- 
side National  Highway  No.  66,  the  so-called  "Main 
Street  of  America,"  it  is  seen  daily  by  a  large  number  of 
people  from  all  over  the  country. 


Attractive  South  Main  Street  loop  at  Miami  is  a  good  advertisement  for  the  Northeast  Oklahoma  Railroad 


Berlin  Is 

Electrifying  Its  Stadtbahn 

Direct-current  third  rail  at  800  volts  is  be- 
ing used.  The  entire  system  to  be  electri- 
cally  equipped    is   equivalent   to    316   miles 

By  Henry  W,  Blake 

Senior  Editor  "Electric  Railway  Journal" 


Interior  of  Hennigsdorf  substation,  equipped  with  rectifiers 


Rectifier  unit  with  vacuum  pumping  equipment 


BERLIN  is  fortunate  in  having  excellent  connections 
for  through  transportation  of  passengers  and 
freight.  It  is  the  center  of  the  large  trunk  line 
railroad  system  of  northern  Germany  and,  situated  as  it 
is  in  a  broad  plain,  the  railroads  enter  from  all  sides. 
Physical  connection  between  these  various  railroad 
termini  in  Berlin  is  provided  by  a  four-track  railroad,  for 
the  most  part  elevated,  passing  through  the  city  and  by 
another  railway  around  it.  The  former  railroad  is  known 
as  the  Stadtbahn  (or  city  railway)  and  the  latter  as  the 
Ringbahn  (or  belt  line  railway).  Both  were  built  be- 
tween 1872  and  1882  and  have  since  been  operated  by 
steam  as  part  of  the  national  railway  system.  Later, 
some  suburban  extensions  were  added,  as  shown  on  the 
map. 

Reference  was  made  in  an  article  by  the  writer  in  the 
issue  of  this  paper  for  Sept.  24  of  the  important  role 
played  by  these  lines  in  the  local  transportation  system 
of  Berlin  and  to  the  work  now  going  on  in  their  elec- 
trification for  this  service.  The  electrical  equipment  of 
these  lines — at  least  of  two  of  the  four  tracks  of  the 
Stadtbahn — has  long  been  under  debate.  As  early  as  the 
year  1899  a  proposition  was  made  for  such  equipment 
along  American  lines  by  the  Union  Elektricitats  Gesell- 


schaft.  but  nothing  was  done,  though  permission  was 
granted  this  manufacturer  in  1903  to  equip  an  experi- 
mental section  9  km.  (about  5.6  miles)  long. 

.•\s  time  went  on  the  undesirability  of  steam  operation, 
especially  for  the  local  service,  constantly  became  more 
apparent.  It  became  even  more  so  when  the  Berlin  ele- 
vated and  subway  system  was  built  in  that  city  by  a  pri- 
vate company  and  the  many  advantages  of  electric  train 
operation  were  brought  home  practically  to  the  Berlin 
public.  There  was  a  special  reason,  however,  for  delay 
in  the  equipment  of  the  Stadbahn  and  Ringbahn.  This 
was  that  the  government  railroad  officials  for  their  other 
railroad  lines  had  adopted  the  single-phase  system  as 
standard.  Although  these  other  divisions  were  all  prac- 
tically long-distance  lines,  the  government  railroad 
authorities  expressed  themselves  as  opposed  to  intro- 
ducing on  their  city  lines  the  customary  equipment  for 
rapid  transit  lines  of  direct  current  with  a  third  rail. 
Instead,  a  plan  was  drafted  for  their  equipment  with 
single  phase  and  a  sample  single-phase  locomotive  was 
built  for  test  purposes. 

Under  this  plan,  presumably,  no  change  in  the  method 
of  operation  was  contemplated ;  i.e.,  it  was  expected  that 
the  existing  trailers   would   be  attached   to  an   electric 


860 


November  5, 1927 


ELELlRIC  RAILWAY  JOURNAL 


861 


LEGEND 

•     Municipal  power  stoh'ons 

■    Railway  receiving  and 
distributing  stations 

®    100  Kv.  receiving  stations 
Existing  \ 

f 


100  kv.  feeders 


Sections  in  operation  electrically 
or  under  electrical  construction 

Sections  to  be  electrically 
equipped 

Lines  still  to  be  operated  by 
steam 


Map  of  Berlin  and  neighborhood  showing  Stadbahn,  Ringbahn  and  Vorortbahnen    (suburban  lines),  now  being  electrically  equipped. 

The  electrical  distribution  system  is  also  shown 


locomotive  instead  of  to  a  steam  locomotive.  As  it  was 
obvious  that  such  a  train  would  not  have  anywhere  nearly 
as  rapid  a  rate  of  acceleration  in  frequent  stop  service 
as  a  multiple-unit  train,  the  remarkable  sugge.stion  was 
put  forward  that  the  desired  high  rate  of  acceleration 
might  be  secured  by  these  locomotives  through  the  means 
of  rack  rails  at  the  different  stopping  stations. 

Direct  Current  Finally  Adopted 

As  not  much  progress  seemed  to  be  made  with  the 
possibility  of  the  use  of  single  phase  on  the  line,  studies 
were  begun  about  1920  for  the  equipment  of  the  line 
with  800  volts  direct  current  and  the  purchase  of  new 
cars,  since  the  existing  cars  had  been  pretty  much  used 
up  during  the  war.  This  system  was  finally  adopted  with 
a  voltage  of  800,  as  the  highest  that  could  be  used  with 
simple  motors  and  a  simple  design  of  third  rail.  With 
this  system  several  parts  of  the  line  have  been  equipped. 
They  are  indicated  on  the  accompanying  map  by  heavy 
lines  and  are : 

1.  From  Stettiner  Bahnhof  northeast  to  Bernau, 
equipped  in  1924,  22.7  km.  (14.2  miles)  in  length. 

2.  From  the  same  railroad  station  northwest  to 
Oranienburg,  equipped  in  1925,  29.2  km.  (18.2  miles)  in 
length. 

3.  Schonholz-Reinick  to  Velten,  also  northwest  of  Ber- 
lin, equipped  in  1926,  21.5  km.  (13.4  miles)  in  length. 

The  lines,  the  electrical  equipment  of  which  is  still  to 
be  carried  out,  are  shown  by  the  double  lines  on  the  ac- 
companying map.    The  steam  routes  are  shown  by  single 


lines.  The  total  length  of  the  lines  shown  on  the  map  as 
electrically  equipped  or  so  to  be  equipped  is  about  506 
km.  (316  miles). 

The  power  for  the  three  lines  already  equipped  is  taken 
from  the  Moabit  station  of  the  Berlin  Municipal  Power 
System,  which  obtains  the  greater  part  of  its  current 
from  the  brown  coal  power  station  of  the  National  Elec- 
trical Works  over  a  long-distance  transmission  line  with 
100,000  volts.  As  for  the  supply  of  the  remainder  of 
the  power  required  on  the  railway  system  there  was  ex- 
tended discussion.  The  State  railway  authorities,  as  the 
owners  of  the  railway  sy.stem,  took  the  position  that  a 
single  power  station  should  be  erected  at  Markgrafen- 
damm,  which  is  within  the  Ring  or  loop,  but  against 
this  plan  there  was  considerable  public  opposition;  based 
both  on  engineering  grounds  and  those  of  bu.siness  desir- 
ability. The  result  was  that  a  decision  was  finally  reached 
to  purchase  all  additional  power  needed  for  the  city  of 
Berlin  rather  than  to  build  a  new  station.  The  contract, 
which  was  signed  in  1927,  provides  that  both  the  existing 
national  electric  power  stations  and  the  municipal  power 
station  .shall  supply  half  of  the  power.  Each  will  act  as 
a  reserve  to  the  other. 

The  national  power  station  contracts  to  supply  power 
from  its  large  stations  at  Golpa,  Trattendorf  and  Lauta, 
in  the  mid-German  brown  coal  region ;  the  city  system 
from  its  Berlin  power  stations  at  Rummelsburg, 
Charlottenburg  and  Moabit,  as  shown  on  the  accompany- 
ing map.  The  total  capacity  available  in  both  groups  of 
stations  mentioned  is  about  800,000  kw.,  and  the  con- 


862 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.\9 


tinuity  of  the  supply  is  considerably  more  certain  than 
from  a  single  station  owned  by  the  railway  itself.  The 
requirements  of  the  railway  system  will  be  about  80,000 
kw.  installed  load  and  about  240,000,000  kw.-hr.  yearly 
energy  consumption.  The  power  contracts  require  the 
stations  to  be  ready  to  supply  the  power  on  April  1,  1928, 
and  are  to  come  in  full  force  in  1929. 

Energy  will  be  paid  for  on  a  readiness-to-serve  basis, 
plus  a  service  charge.  The  readiness-to-serve  charge  is 
based  on  the  cost  of  the  generating  equipment  required 
at  the  maximum  hourly  peak.  There  is  also  a  coal  clause 
by  which  an  adjustment  will  be  made  for  any  consider- 
able changes  which  may  take  place  in  the  price  of  coal. 
Penalties  are  provided  in  case  of  failure  of  the  supply. 

Power  Transmission 

For  the  long-distance  transmission  four  double  circuits 
of  100,000  volts  will  be  used  from  the  brown-coal  station 
to  Berlin.    From  common  junction  points  in  Charlotten- 


Under-running  800-voIt  third  rail  with  protector 

burg  (in  the  west)  and  in  Rummelsburg  (in  the  east)  the 
power  is  taken  to  the  railway's  two  distributing  points, 
at  Halensee  (in  the  west)  and  Markgrafendamm  (in  the 
east).  From  here  the  railway  distributes  at  30,000  volts 
to  its  several  substations  and  from  there  to  the  trains. 

Since  the  oil  switches  of  the  substations  of  the  rail- 
way cannot  with  safety  take  care  of  the  enormous  amount 
of  energy  of  the  interconnected  large  power  centers,  the 
contract  provides  that  the  railway  generators  in  the  sev- 
eral power  stations  shall  be  on  circuits  separate  from  the 
other  generators  and  shall  be  provided  with  separate  bus 
systems.  The  two  generating  stations,  one  supplying 
power  to  the  western  half  of  the  railway  system  and  the 
other  the  eastern  half,  are  not  designed  to  be  connected 
together  except  in  emergency,  though  in  the  future  it  is 
planned  to  connect  them  electrically  through  reactors. 
The  railway,  which  owns  the  feeder  system,  has  installed 
in  each  of  its  two  feeding  sections  a  dispatching  station, 
one  at  Halensee  and  one  in  Markgrafendamm. 

Before  the  plans  of  a  standardized  supply  system  had 
been  completed  the  energy  required  by  the  three  existing 
northern  rail  lines  was  temporarily  supplied  by  the 
municipal  power  station  at  Moabit  in  the  form  of  30-kv., 
three-phase  current.  Some  of  the  railway  substations  re- 
ceiving this  power  are  equipped  with  rotary  converters. 
One  of  these,  that  at  Pankow,  is  illustrated.  The  rotary 
converters,  built  by  the  Bergman  Company,  have  an  out- 


put of  2,000  kw.,  at  800  volts,  and  2,500  amp.  continuous 
rating  at  a  speed  of  500  r.p.m.  The  other  substations,  as 
well  as  those  to  be  built  in  the  future  for  lines  to  be  elec- 
trified, will  be  equipped  with  mercury-arc  rectifiers,  as  it 
is  considered  their  reliability  is  now  proved. 

The  rectifiers  now  being  installed  for  the  Ring-  and 
Stadtbahn  are  being  supplied  by  Brown,  Boveri  &  Com- 
pany, while  those  for  the  suburban  sections  come  from 
either  the  A. E.G.,  Bergman  or  Siemens-Schuckert  works. 
A  view  is  given  of  the  rectifier  station  at  Henningsdorf. 
The  three  mercury-arc  rectifiers  here  were  built  by  the 
A. E.G.  and  have  a  continuous  output  of  1,500  amp.  at 
800  volts,  or  a  twenty-second  output  of  3,000  amp.  at  740 
volts  repeated  every  two  minutes.  One  of  these  rectifiers 
with  its  pumping  equipment  is  shown  by  itself  in  another 
view. 

As  explained,  all  direct  current  for  the  Ringbahn  and 
Stadtbahn  is  converted  by  means  of  rectifiers.  In  every 
substation  of  these  divisions  there  are  two  rectifiers  and 
the  necessary  transformers  and  switching  equipment. 
Each  track  has  its  own  rectifier  equipment,  so  that  the 
power  supply  for  the  track  in  one  direction  is  separate 
from  the  power  supply  of  the  one  in  the  other  direction. 
The  third  rail  is  also  divided  into  as  many  sections  as 
there  are  substations.  This  arrangement  was  adopted  be- 
cause it  was  not  considered  wise  to  connect  too  many  of 


Interior  of  Pankow  substation,  equipped  with  rotary  converters 

the  rectifiers  on  the  d.c.  side  in  parallel.  It  was  feared 
that  in  case  of  overloads  backfiring  of  the  rectifiers  might 
occur,  in  which  case  all  the  parallel  connected  rectifiers 
would  feed  into  the  backfire  short-circuit.  Those  sec- 
tions which  are  normally  operated  in  parallel  can,  if  so 
desired,  be  separated  electrically  from  one  another.  On 
account  of  the  less  dense  traffic  on  the  suburban  sections 
their  current  supply  is  in  one  single  system. 

The  rectifier  stations  along  the  Stadtbahn  are  located 
in  the  archways  underneath  the  structure,  while  those  on 
the  Ringbahn  are  in  small  buildings.  All  of  these  stations 
are  automatically  operated,  with  a  remote  control  de- 
veloped by  Siemens  &  Halske. 

The  oil  switches  of  the  rectifier  stations  were  supplied 
by  Voight  &  Haeffner  in  Frankfurt  a.M.,  while  the  quick- 
opening  circuit  breakers  were  made  by  the  manufacturers 
of  the  corresponding  rectifiers.  These  breakers  open  the 
circuit  in  less  than  1/100  second,  provided  there  is 
relatively  small  back-current  (backfire). 

To  provide  further  reliability  in  case  of  breakdown,  a 
portable  rectifier  station  is  also  being  built  and  will  be 
installed  on  a  twelve-wheel  car  with  trailer.     This  port- 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


863 


able  substation  can  be  placed  in  front  of  any  one  of  the 
rectifier  stations  and  can  be  connected  to  the  30-kv.  sup- 
ply by  an  external  cable.  There  will  also  be  a  central  re- 
pair shop  for  all  of  the  rectifier  equipment  adjacent  to 
the  Markgrafendamm  substation. 

Under-Running  Third  Rail  Used 

Current  for  the  trains  is  distributed  by  an  under-run- 
ning third  rail  similar  to  that  vised  on  the  d.c.  system 
of  the  New  York  Central  Railroad  and  later  employed  on 
the  Hamburg  Elevated's  suburban  lines.  The  third  rail 
is  of  5,100  sq.mm.  cross-section  of  soft  iron  and  is  pro- 
tected above  by  a  wooden  plank.  The  negative  pole  of 
the  rotary  is  connected  to  the  third  rail,  the  positive  to 
the  return  circuit,  so  that  the  cathodes  of  the  converters 
can  be  grounded.  The  rail  joints  are  bonded  by  short 
brazed  copper  bonds  to  form  the  return  circuit.  Before 
the  new  track  was  laid  the  rail  ends  were  also  sprayed 
with  molten  zinc  to  prepare  them  for  the  so-called  zinc 
method  of  rail  bonding.  This  method  has  also  been  used 
by  the  Berlin  and  Hamburg  elevated  lines,  but  it  is  doubt- 
ful whether  it  is  of  any  great  value. 

Particulars  of  the  car  equipment  and  other  details  will 
appear  in  an  early  issue  of  this  paper. 


Another  Automatic  Substation 
on  the  Pacific  Electric 

Placing  of  San  Gabriel  station  in  commission 
brings  total  power  automatically  con- 
trolled up  to  25  per  cent  of  the 
company's  supply 

WITH  the  ])lacing  in  service  of  the  newly  erected 
.San  Gabriel  automatic  substation,  the  Pacific  Elec- 
tric Railway  has  taken  another  step  forward  to  provide 
the  latest  and  best  equipment  for  power  distributing  serv- 
ice.    The  San  Gabriel  substation  was  officially  placed  in 


The  substation  is  equipped  with   1,000-kw.  General  Electric 
synchronous  converter,  automatically  operated 


service  June  15  to  serve  that  section  of  the  line  together 
with  the  Temple  extension.  It  is  located  at  Las  Tunas 
Drive  and  Shore  Road  in  the  city  of  Temple.  It  is  des- 
ignated as  No.  52  and  is  equipped  with  a  1 ,000-kw.  Gen- 
eral Electric  synchronous  converter. 

This  new  substation  makes  the  fifteenth  automatically 
operated  substation  now  in  operation  on  the  system.  All 
of  the  automatic  equipment  excepting  one  1,500-kw.  unit 
is  operated  in  600-volt  service.  The  unit  excepted  is 
operated  on  the  1,200-volt  section  of  the  system.  The 
total  installed  capacity  of  all  the  substations,  both  manual 
and  automatic,  is  69,405  kw.  Of  this  amoimt,  17,750 
kw.,  or  approximately  25  per  cent  is  automatically 
operated. 

Automatic  stations  are  operated  in  parallel  with  manu- 
ally controlled  stations  and  prove  of  extreme  importance 
in  their  respective  zones  in  assisting  to  re-establish  serv- 


San  Cabr  el  substation  No.  52,  recently  placed  in  service  by  the  Pacific  Electric  Railway 


864 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.\9 


ice  when  there  is  an  alternating-current  power  failure. 
The  positive  and  rapid  functioning  of  the  automatic 
switching  and  control  equipment  restores  the  automatic 
station  to  service  under  normal  conditions  several  minutes 
ahead  of  the  manual  stations. 

The  Pacific  Electric  Railway  has  adopted  a  definite 
policy  of  installing  automatically  operated  equipment  in 
all  new  substations,  whether  to  serve  new  extensions  or 
added  facilities  for  present  lines,  except  in  substations 
which  are  important  power  delivery  centers  and  which 
would  require  an  attendant  in  any  event  to  handle  the 
high-tension  line  switching. 

It  has  also  been  the  policy  to  observe  what  has  now  be- 
come the  general  tendency  in  railway  practice;  that  is, 
to  install  single-unit  stations,  located  at  the  load  centers, 
thereby  materially  reducing  the  otherwise  heavy  feeder 
expense,  increasing  the  distribution  efficiency,  providing  a 
more  uniform  trolley  voltage,  reducing  the  negative 
track  voltage  and  the  resultant  electrolysis  problem. 

Maintenance  and  Inspection  Schedule 

The  maintenance  of  and  particularly  the  methods  and 
systems  of  inspection  for  automatic  substations  have  re- 
ceived very  careful  study  as  a  high  standard  of  service 
is  expected  and  must  be  obtained  from  the  equipment. 
Apparently  the  complicated  system  of  relays  and  con- 
tactors offer  many  sources  for  failure,  but  actually  the 
reliability  of  the  devices  has  Ijeen  developed  to  the  extent 
that  failures  are  remarkably  few. 

An  inspection  schedule  has  been  devised  which  has 
proved  very  effective  in  maintaining  the  required  routine 
for  properly  inspecting  and  maintaining  the  stations.  The 
inspection  and  general  maintenance  of  the  stations  is  per- 
formed by  six  automatic  substation  inspectors,  which  in- 
cludes one  inspector  in  a  supervisory  capacity  having 
charge  of  all  inspections,  who  in  turn  reports  to  the  chief 
operator  of  all  the  substations.  The  work  has  been 
equally  divided  so  that  the  various  inspections  and  other 
duties  scheduled  can  be  performed  regularly. 

In  general  the  substations  are  visited  once  a  day  and 
given  a  general  inspection  without  shutting  down  equip- 
ment. Twice  a  week  the  equipment  is  shut  down,  cleaned 
and  any  necessary  adjustments  made.  Small  car-type  air 
compressors  are  installed  at  all  substations  to  furnish 
compressed  air  for  cleaning. 

A  card  system  has  been  arranged  for  each  station 
which  is  a  positive  guide  to  the  inspector  as  to  his  duties. 
A  schedule  indicates  the  card  number,  which  in  turn 
specifically  describes  the  duties  to  be  performed  on  any 
particular  date.  The  card  index  in  each  substation  shows 
when  each  piece  of  equipment  was  inspected  and  when 
any  failures  occurred  and  adjustments  were  made.  This 
service  is  a  good  guide  as  to  the  adequacy  of  the  attention 
given  the  equipment  as  well  as  any  weakness  in  it. 

Each  substation  is  equipped  with  a  combination 
graphic-recording  direct-current  voltmeter  and  ammeter 
with  extra  pens  that  show  in  the  same  chart  when  the 
alternating-current  starting  and  direct-current  line  con- 
tactors came  in. 

The  automatic  substation  inspectors  are  selected  from 
the  ranks  of  the  manual  substation  operators  and  are 
men  who  are  particularly  adapted  to  this  class  of  work, 
as  well  as  being  thoroughly  familiar  with  substation 
equipment  and  distribution  characteristics  of  the  system. 
While  the  inspectors  are  responsible  for  the  general  main- 
tenance and  condition  of  the  automatic  substations,  all 
heavy  repairs  and  overhauling  work  are  performed  by 
the  regular  substation  maintenance  crews. 


How  Birmingham  Company 
Cares  for  Conventions 

[n  its  1927  Coffin  brief  the  Birmingham  Electric 

Company  tells  of  the  special  facilities  it 

provides  when  conventions  meet 

in  Birimingham 

WAYS  in  which  the  railway  gives  traveling  informa- 
tion to  delegates  during  the  large  conventions  held 
in  the  city  are  outlined  in  the  brief  which  the  Birming- 
ham (Ala.)  Electric  Company  filed  for  the  1927  Coffin 
Prize.  One  of  these  conventions  during  the  past  year 
brought  30,000  visitors,  and  another  10,000  visitors,  to 
Birmingham. 

As  an  aid  to  traffic  at  these  times  a  booklet  published 
by  the  company  and  entitled  "Places  of  Interest  in  Bir- 
mingham and  How  to  Reach  Them"  has  been  found 
most  useful.  This  booklet  contains  a  classified  list  of 
all  important  parks,  theaters,  places  of  amusement,  manu- 
facturing plants,  hotels,  etc.,  in  Birmingham,  with  direc- 
tions as  to  how  they  may  be  reached  by  street  cars.  The 
schedules  and  routes  of  each  street  railway  line  are 
shown.  In  the  back  of  the  book  is  a  folded  map  of  the 
city  and  its  environs,  showing  the  routes  of  all  street 
car  lines. 

Prior  to  a  recent  convention  a  copy  of  this  booklet 
was  given  to  each  trainman  with  a  letter  from  the  super- 
intendent, urging  him  to  familiarize  himself  with  the 
contents  and  consider  himself  a  committee  of  one  to 
furnish  all  available  information  to  convention  delegates 
and  other  strangers.  Each  police  officer  in  the  city  also 
received  a  copy  of  the  book  with  a  similar  letter  from 
the  Chief  of  Police. 

Information  booths  were  erected  on  one  of  the  prin- 
cipal downtown  corners  and  at  the  Municipal  Auditorium, 
which  served  as  convention  headquarters.  Specially 
trained  men  from  the  transportation  department  were 
stationed  in  these  booths.  They  wore  neat  uniforms 
with  "Street  Car  Information"  lettered  on  their  caps  in 
gold  braid.  Besides  giving  information  about  trolley 
schedules,  they  also  kept  themselves  informed  as  to  the 
convention  proceedings,  the  arrival  and  departures  of 
trains,  etc.  Their  services  were  commended  by  local 
people  as  well  as  by  many  strangers,  showing  this  service 
was  appreciated.  Pamphlets  giving  the  routes  and  ter- 
minal leaving  times  of  each  line  were  also  distributed 
freely  among  the  delegates.  By  the  pursuit  of  this 
policy,  it  is  believed  that  many  strangers  in  the  city  who 
would  otherwise  have  used  taxicabs  were  enabled  to  use 
the  street  cars. 

In  addition  to  the  small  maps  mentioned,  the  company 
some  time  ago  issued  a  large  ma]^  showing  its  lines  and 
all  principal  points  of  interest.  Framed  maps  of  this 
kind  were  then  presented  to  the  hotels  for  display  in  the 
lobbies,  to  the  railroads  to  be  hung  in  the  stations,  to  the 
Y.M.C..A.,  Chamber  of  Commerce,  etc.,  to  be  placed 
where  they  could  be  consulted.  The  frames  of  these 
maps  are  of  mahogany  and  bear  the  inscription  in  gold 
letters.  "Where  Do  You  Want  to  Go?  The  Street  Cars 
Will  Take  You  There."  The  point  where  the  map  is 
displayed  is  marked  in  red  on  each  map. 

These  maps  proved  so  popular  that  the  company  had 
a  large  number  of  requests  for  them.  Among  them  was 
one  from  the  superintendent  of  schools,  who  asked  to 
have  one  of  these  maps  hung  in  each  of  the  70  public 
schools  in  the  city. 


Insurance  Prohlems 

of  Motor  Vehicle  Common  Carriers 


By  Henry  Swift  Ives 

Vice-President  Casualty  Information  Clearing  House,  Chicago,  III. 


Speaking  before  the  National  Association  of  Rail- 
road and  Utilities  Commissioners  at  its  annual  con- 
tention held  at  Dallas,  Tex.,  Oct.  18-21  Mr.  Ives 
discussed  some  of  the  difficulties  encountered  in  con- 
nection with  the  underwriting  of  liability  and  other 
insurance  for  motor  carriers.  The  following  article 
is  an  abstract  of  his  paper. — Editor. 

MANY  stock  casualty  companies  backed  by  suffi- 
cient reserves  and  equipped  with  proper  service 
facilities  to  handle  motor  vehicle  common  carrier 
liability  insurance  are  very  shy  about  writing  this  kind  of 
business.  The  rates  charged  usually  are  considered  ex- 
traordinarily high  by  the  buyers  and  hardly  high  enough 
by  the  insurance  company.  The  immediate  problem,  then, 
is  how  sound  liability  insurance  protection  may  be  made 
available  at  a  price  sufficiently  low  to  work  no  hardship 
on  the  operators  and  at  the  same  time  at  a  price  which 
will  permit  insurance  underwriters  to  engage  in  such 
undertakings  expecting  to  provide  sound  protection  and 
efficient  service  at  a  reasonable  profit. 

Two  outstanding  difficulties  must  be  overcome  in  stabil- 
izing this  liability  insurance,  both  of  them  being  within 
the  regulatory  authority  of  the  state  railroad  and  utilities 
commissioners.  They  are,  first,  reduction  of  accidents 
fhrough  safety  measures,  and,  second,  simplification, 
clarification  and  uniformity  of  insurance  regulations. 

Accident  Reduction 

There  can  he  little  hope,  in  my  opinion,  of  any  material 
reduction  in  the  cost  of  liability  insurance  until  there  is  a 
decided  reduction  in  the  present  accident  frequency  due 
to  the  operation  of  motor  vehicle  common  carriers  on  the 
public  highways.  Several  bus  lines  operated  by  steam  or 
electric  railways  during  the  last  year  have  made  admirable 
accident  prevention  records,  and  the  same  is  true  of  a 
few  scattered  so-called  independent  companies.  How- 
ever, there  is  much  room  for  improvement,  and  for  the 
general  average  of  independent  operators  there  isn't  much 
to  be  said  except  that  they  have  difficulty  in  getting  even 
poor  insurance  at  a  high  rate.  Anyone  familiar  with  pas- 
senger buses  knows  of  their  high  rates  of  speed.  How, 
indeed,  can  a  bus  operator  expect  an  insurance  company 
to  protect  him  at  a  low  cost,  or  at  any  cost,  against  the 
tremendous  potential  risk  assumed  when  a  crowded  bus 
goes  thundering  and  dodging  along  congested  public  high- 
ways at  express  train  speed?  Even  under  existing  rates 
the  insurance  of  this  kind  of  public  transportation  has 
been  far  from  profitable  or  desirable  from  the  standpoint 
of  the  leading  stock  casualty  companies. 

Concerning  accident  prevention,  there  are  some  safety 
requirements,  in  addition  to  speed  regulation,  which  seem 
to  be  of  importance,  as  follows:  Drivers  should  be 
carefully  picked  and  not  under  25  years  of  age.     The 


roads  over  which  motor  vehicle  common  carriers  operate 
should  be  suitable  and  no  certificate  should  be  granted 
for  operation  of  an  inherently  dangerous  highway.  All 
employees  of  the  transportation  company  should  be 
trained  in  safety  work  and  accident  prevention.  The 
company  should  have  inspectors  constantly  on  the  job 
detecting  violators  of  safety  codes  and  recommending 
improvements.  In  the  Northern  states  great  care  should 
be  exercised  in  road  clearing  for  winter  operations. 
There  should  be  some  regulation  of  competitive  lines 
covering  the  same  route,  as  speed  is  often  an  influential 
factor.  The  mechanical  condition  of  all  vehicles  should 
be  perfect.  State  utility  commissions  should  have  a  force 
of  inspectors  seeing  that  all  safety  regulations  are  being 
enforced. 

Insurance  Regulation  a  "Mess" 

The  present  situation  as  to  insurance  regulation  can 
aptly  be  called  a  "mess."  This  is  due  to  the  sudden 
growth  of  this  sort  of  transportation  and  the  hurry  with 
which  its  problems  had  to  be  met.  Each  state  has  its 
own  statutes,  rules  and  regulations,  adopted  with  little 
or  no  reference  to  any  other  state.  Some  of  them  are 
good,  some  bad  and  some  of  indifferent  value,  but  the 
lack  of  uniformity  is  costly  to  bus  operators  and  vexa- 
tious to  insurance  companies.  This  is  particularly  true  in 
the  case  of  interstate  operations,  where  both  the  trans- 
portation agency  and  the  insurance  underwriter  are  com- 
pelled to  go  to  considerable  expense  in  meeting  the 
diverse  and  often  conflicting  requirements  of  the  various 
.states  through  which  the  business  is  conducted. 

Another  feature  of  this  situation  deserves  attention. 
Because  again  of  this  lack  of  uniformity  in  regulation 
no  pure  premium  statistics  are  available  and  there  is  not 
today  any  adequate  statistical  data  upon  which  proper 
rates  may  be  predicated.  The  experience  in  any  one 
state  is  of  necessity  limited  and  seldom  is  of  sufficient 
volume  to  form  a  background  for  local  rates.  In  trying 
to  arrive  at  a  national  or  sectional  tabulation  to  form  a 
rate  basis  it  is  also  found  to  be  impossible  to  adjust  the 
$5,000  maximum  liability  for  any  one  bus  in  New  York 
to  the  maximum  of  $75,000  in  Wisconsin,  of  $80,000  in 
Nebraska  and  $25,000  in  Colorado.  To  write  liability 
insurance  scientifically  there  must  be  present  a  body  of 
experience  sufficient  to  afford  a  basis  for  judgment  con- 
cerning the  probable  loss  ratio.  That  body  of  experience 
is  not  available  at  present  and  hardly  can  be  until  there 
is  some  uniformity  in  regulation.  The  National  Bureau 
of  Casualty  and  Surety  Underwriters  has  been  working 
on  this  problem  for  a  long  time,  but  as  yet  has  not  been 
able  to  promulgate  a  rate  manual  which  is  or  can  be 
literally  followed  by  the  subscribing  companies.  As  a 
result  rates  more  often  are  determined  through  indi- 
vidual bargaining  between  the  insurance  underwriter  and 


865 


866 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.\9 


the  insured.  This  largely  could  be  corrected  by  uniform 
statutory  and  commission  regulation  such  as  has  been 
suggested. 

The  accompanying  table  shows  some  examples  of  the 
wide  variation  in  public  liability  and  property  damage 
limits  required  in  several  states. 

Motor  vehicle  underwriting  is  an  extremely  hazardous 
one  and  there  has  been  general  complaint  that  some  of 
the  insurance  organizations  engaged  in  the  business  have 
either  collapsed  when  faced  with  large  losses  or  have 
failed  properly  to  settle  just  claims.  The  stock  insur- 
ance companies  were  organized  to  write  this  kind  of 
business,  they  want  to  write  it  and  will  write  it  freely 
and  at  satisfactory  rates  if  conditions  are  such  as  will 
permit  them  doing  so  without  jeopardizing  their  solvency 
or  their  service. 

You  will  note  that  in  my  remarks  I  have  confined 
myself  to  discussing  liability  insurance  and  its  running 
mate,  property  damage  insurance.  I  have  not  tried  to 
distinguish  between  them  or  to  discuss  bonds  as  a  sub- 
stitute for  them  or  to  distinguish  between  bus  and  truck 
insurance  or  bonding.  The  same  general  principles  cover 
all  of  these  factors,  although  the  problems  as  to  insuring 
or  bonding  truck  common  carriers  licensed  by  the  state 
are  not  nearly  as  acute  as  those  affecting  bus  insurance. 
In  conclusion,  there  are  two  related  matters  which  I 
wish  to  call  to  the  particular  attention  of  the  members 
of  this  association. 

Interstate  Operation 

The  first  has  to  do  with  the  interstate  operation  of 
motor  vehicle  common  carriers.  In  my  personal  opinion 
a  uniform  system  of  insurance  regulations  worked  out 
and  adopted  by  the  state  commissions  in  co-operation 
with  the  insurance  companies  and  the  transportation 
operators  will  do  more  to  counteract  this  demand  than 
any  other  plan  that  could  be  devised.  If,  for  example, 
Illinois,  Indiana  and  Michigan  had  the  same  safety  code 
and  the  same  insurance  requirements  in  connection  there- 
with there  would  be  no  possible  need  for  federal  con- 
trol of  the  Chicago-Detroit  bus  lines.  There  is  hardly 
a  phase  of  bus  operation,  except  possibly  rates,  that 
cannot  be  regulated  by  rulings  of  the  state  commissions 
in  connection  with  insurance  contracts. 

Speaking  as  an  individual  solely,  and  not  as  a  repre- 
sentative of  any  insurance  organization  or  company,  I 
am  opposed  to  any  further  centralization  of  power  in 
Washington  unless  absolutely  necessary.  In  this  par- 
ticular instance  I  see  no  immediate  necessity  for  federal 
intervention  and  I  hope  that  necessity  may  never  arise. 
Some  of  these  alleged  public  necessities,  however,  often 
are  manufactured  to  meet  certain  needs,  and  it  seems  to 
me  that  this  may  be  one  of  them.  It  stands  to  reason 
that  if  the  Interstate  Commerce  Commission  begins  to 
regulate  buses  and  trucks  in  interstate  business  it  will 
not  be  long  before  it  regulates  buses  and  trucks  owned 
by  the  same  operators  but  engaged  in  intrastate  business. 
To  my  way  of  thinking  the  best  way  out  of  this  dilemma 
is  for  the  state  commissions  to  adopt  uniform  safety 
and  insurance  codes  under  which  buses  and  trucks  may 
be  controlled  no  matter  how  many  states  they  pass 
through,  the  insurance  contract  being  the  key  to  the 
situation. 

Public  Ownership 

The  second  of  these  two  related  matters  has  to  do 
with  the  ever-present  agitation  for  public  ownership. 
Because  of  the  inability  of  certain  motor  vehicle  com- 


PUBLIC  LIABILITY  AND  PROPERTY  PAMAGS:   LI.MIT.i 
IN  SEVERAL  STATES 

State                      Seating  Capacity  of  Bus  P.L.  Limits  P.D.  Limits 

New  York....      All  buses $2,500/5,000  $500/1,000 

Onio 7  passeDgers  or  leas 6,000/12,000  1,000 

8-12  passengers 6,000/18.000  1.000 

13-18  passengers 6,000/24,000  1,000 

19-24  passengers 6,000/30,000  1,000 

More  than  24  passengers 6,000/36.000  1.000 

Colorado 1 2  passengers  or  less 5,000/10,000  1,000 

13-18  passengers 5,000/15,000  1.000 

19-24  passengers 5,000/20,000  1,000 

More  than  24  passiengers 5,000/25,000  1,000 

Wisconsin 6  passengers  or  less..- 10,000/20,000  No  P.D. 

7-15  passengers 10,000/40,000  No  P.D. 

16-24  passengers 10,000/50.000  No  P.D. 

More  than  24  passengers 10,000/75.000  No  P.D. 

Nebraska 1 2  passengers  or  less 5,000'2C,000  1,000 

1 3-20  passengers 5,000/40,000  1,000 

21-30  passengers 5,000 '60,000  1,000 

More  than  30  pas-sengers 5,000/80,000  1.000 

mon  carriers  to  obtain  adequate  insurance  at  what  they 
believe  to  be  fair  rates  there  has  grown  up  in  some  quar- 
ters a  demand  that  the  states  go  into  the  business  of 
writing  that  kind  of  insurance,  thus  diverting  losses  to 
the  pockets  of  the  taxpayers. 

I  wonder  if  you  realize  the  danger  involved  in  any 
government  ownership  scheme  affecting  insurance.  I 
am  sure  you  do  as  to  other  industries  said  to  be  affected 
with  a  public  interest,  but  I  hardly  believe  that  you  ever 
have  visualized  the  much  greater  danger  to  our  funda- 
mental institutions  which  lies  behind  the  socialization  of 
insurance,  and  I  also  doubt  if  the  motor  vehicle  common 
carriers  who  may  have  suggested  such  a  scheme  realize 
the  social  and  economic  outcome  if  they  should  win  their 
point.  Assumption  of  risk  is  the  most  essential  element 
in  the  production  of  wealth  and  the  institution  of  insur- 
ance is  the  risk  bearer  of  industry.  Eliminate  insurance 
as  a  factor  in  business  and  our  whole  well-knit  industrial 
system  would  collapse.  Repress  it  unduly  or  stifle  its 
growth  and  every  individual  in  the  social  organism  will 
suffer. 


Akron  Lays  New  Track 
in  Record  Time 

WORKING  day  and  night,  from  a  Monday  morning 
until  the  next  Friday  morning,  the  Northern  Ohio 
Power  &  Light  Company  recently  laid  a  new  double  track 
on  Main  Street,  Akron,  from  State  Street  to  Exchange 
Street,  covering  \  mile.  While  the  work  was  in  progress 
65  cars  every  hour  passed  over  a  temporary  track  on 
that  street. 

The  first  step  was  putting  down  the  temporary  tracks 
Monday  morning.  Then  came  the  removal  of  the  old 
tracks  and  the  old  concrete.  A  concrete  breaker  and  a 
steam  shovel  removed  old  slabs  of  concrete  weighing  as 
much  as  5(X)  lb. 

The  same  type  of  construction  marked  this  job  as 
used  on  all  other  track  laying  being  done  by  this  street 
railway.  There  is  a  10-in.  concrete  base  with  95-lb. 
steel  rails,  all  welded,  steel  ties  and  brick  pavement. 

The  trench  was  graded,  the  foundation  and  new  rails 
were  put  in  and  finally  the  concrete  and  paving.  The 
concrete  work  was  all  done  between  5  o'clock  one  after- 
noon and  10:30  o'clock  the  next  morning.  The  joints 
were  thermit  welded  between  7  o'clock  in  the  morning 
and  midnight. 

The  Main  Street  "white  way"  supplied  sufficient  light 
for  the  night  work,  making  it  unnecessary  to  put  in 
floodlights.  Thousands  of  persons  gathered  along  the 
sidewalks  both  day  and  night  to  watch  the  work.  The 
city  co-operated  with  the  plan  to  finish  the  job  as  quickly 
as  possible  by  routing  all  vehicular  traffic  off  the  streets. 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


867 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROI.I.INO     STOCK — ELECTRICAL. — «S 


Adjustable  Sling  for  Armatures 


WHERE  the  end  method  of  dip- 
ping armatures  is  used,  some 
type  of  sling  or  support  is  desirable 
for  handling  during  the  dipping  op- 
eration. The  accompanying  illustra- 
tion shows  an  adjustable  sling  used 
in  the  shops  of  the  Grand  Rapids 
Railroad,  Grand  Rapids,  Mich.  It 
consists  of  two  arms  with  hooked 
ends  at  the  bottom  that  grab  under 
the  end  bell.  The  tops  of  these  arms 
are  drilled  with  three  pairs  of  holes, 
so  that  a  crossarm  can  be  inserted  to 


support  the  upper  end  of  the  shafts 
of  armatures  of  different  sizes.  The 
illustration  shows  the  crossarm  in 
the  top  set  of  holes.  Where  shorter 
armatures  are  dipped,  it  is  moved 
down  to  a  position  to  accommodate 
the  shorter  shaft.  The  side  arms 
are  made  of  li-in.  x  4-in.  stock,  and 
the  crosshead  at  the  top  is  in  two 
pieces  bolted  together  to  form  open- 
ings at  the  ends  for  the  side  pieces 
and  to  provide  an  opening  in  the 
center  for  the  shafts. 


Armature 
held  by 
adjustable 
sling 

while  being 
dipped 
in  the 
shops  of 
the  Grand 
Rapids 
Railway 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING   STOCK — PAINT  SHOP — 3 

Rolling  Steps  to  Replace  Scaffolding 


IN  ORDER  to  speed  up  painting 
without  the  need  of  scaffolding,  ' 
many  railways  are  using  some  kind 
of  a  portable  platform.  The  accom- 
panying sketch  shows  the  rolling 
steps  designed  and  built  in  the  shop 
of  the  Louisville  Railway,  Louisville, 
Ky.,  by  John  Zoll,  master  mechanic. 
The  framework  is  made  of  angles 
and  pipes  with  four  casters  to  per- 
mit easy  rolling  about  the  shop. 
Cross  angles  i  in.  x  li  in.  are  bolted 
to  the  frame  and  support  i-in.  x 
li-in.  angles  to  which  the  li-in.  oak 
step  risers  are  fastened.  A  li-in. 
iron  pipe  railing  starts  from  the  bot- 
tom step  and  extends  upward  so  as 
to  surround  the  platform.  This  pro- 
tects the  workman,  especially  when 
he  must  reach  over  to  paint  some 
place  difficult  to  reach.  The  stair- 
way is  22  in.  wide  from  center  to 
center  of  handrail.  There  are  two 
platforms,  one  at  the  sixth  step  and 
the  other  at  the  top.  The  painters 
can  work  at  two  different  levels. 


-a'-sf- 


K -^^"■■' 


Painters  can  work  rapidly  at  two  heights  with  this  movable 
platform  built  in  Louisville 


868 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No .19 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING    STOCK — KLECTRICAL — «6 


Car  Wheel  Used  for  Bearing  Chuck 


SIMPLE  but  effective  is  the  chuck 
for  internal  boring  of  motor  axle 
bearings  that  has  been  developed  in 
the  shop  of  the  Washington,  Balti- 
more &  Annapolis  Electric  Railroad 
by  J.  A.  Mellor,  master  mechanic. 
This  chuck  consists  of  a  standard 
34-in.  steel  wheel  bored  to  fit  exactly 
the  external  diameter  of  the  axle 
bearings.  Two  3-in.  set  screws  are 
installed  diametrically  opposite  in 
the  wheel  hub. 

A  bearing  to  be  bored  is  placed 
in  the  wheel  bore  with  the  flange 
resting  against  the  hub,  and  the  set 
screws  are  tightened  to  prevent  the 
turning  of  the  bearings.  The  wheel 
is  placed  on  the  boring  mill  table 
and   the   bearing  bored   out  in  the 


■3-f 


L 


^a  Sefscrews" 

General   appearance 

of    car    wheel    axle 

bearing   chuck   used 

by  W.,  B.  &  A. 


same  manner  as  a  wheel  axle  fit. 
Since  this  chuck  is  self-centering 
considerable  time  is  saved  in  the 
lining  up  and  boring  process. 

In  the  W.,  B.  &  A.  shop  one  man 
takes  care  of  all  of  the  wheel  boring 
work.  Frequently  there  is  not  suf- 
ficient wheel  work  to  keep  him  busy 
throughout  the  entire  day,  in  which 
case  the  bearing  wheel  chuck  is 
placed  in  the  boring  mill  and  bear- 
ings are  bored  out. 

The  chuck  has  been  in  use  for 
about  a  year  and  has  proved  very 
satisfactory.  Due  to  its  self-center- 
ing feature  bearings  can  be  bored 
rapidly  and  accurately.  This  chuck 
has  provided  a  means  for  keeping  the 
boring  mill  and  operator  buay. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING    STOCK — PAINT    SHOP — I 


Adjustable  Portable  Lamp  Bank 


REALIZING  the  importance  of 
-  proper  illumination  as  a  vital 
factor  in  securing  good  workmanship 
led  C.  W.  Wood,  master  mechanic  of 
the  Virginia  Public  Service  Com- 
pany, Hampton,  Va.,  to  design  for 
use  in  the  railway's  shops  the 
lamp  bank  shown  in  the  accompany- 
ing sketch.  It  is  portable  and  will 
permit  of  light  reflection  in  almost 
any  direction.  It  can  be  revolved 
360  deg.  horizontally  or  rotated  ap- 
proximately 300  deg.  vertically.  A 
substantial  conical  cast  base,  I  in. 
thick  and  of  14  in.  diameter,  gives 
the  unit  a  low  center  of  gravity  and 
prevents  it  from  being  tipped  easily. 
It  is  6  ft.  i  in.  over  all.  A  li-in.  and 
a  i-in.  semi-circular  oak  plank  are 
spaced  18i  in.  apart  and  incased  on 
the  curved  surface  with  A-in.  sheet 
iron.  This  sheet  iron  cover  is 
fastened  to  the  oak  blocks  with 
wood  screws  and  the  inside  finished 
with  aluminum  paint  for  reflection. 


Three  lamps  are  installed  on  the 
upper  or  i-in.  plank  and  two  on  the 
lower  or  li-in.  plank.  A  li-in.  pipe 
is  connected  to  the  base  and  the 
lower  lamp  support  through  a  floor 
flange  and  an  adjustable  locking 
joint.  This  joint  contains  a  lever  by 
which  the  lamp  can  be  adjusted  to 
any  desired  angle  and  locked  at  the 
fixed  point.  The  lower  part  of 
this  adjustable  joint  is  turned  to  a 
smaller  diameter  and  set  inside  of 
the  li-in.  pipe,  the  shoulder  of  the 
turned  section  resting  upon  the  wall 
of  the  pipe.  This  permits  the  lamp 
to  be  revolved  freely  to  any  desired 
position.  The  lamps  are  wired  five 
in  series  and  the  wires  enter  the 
lamp  stand  through  the  upper  por- 
tion of  the  adjustable  joint. 

This  stand  has  been  found  very 
useful  in  the  paint  shop  and  very 
often  it  is  used  by  the  maintenance 
of  way  department,  for  night  recon- 
struction work. 


Rotating  and 
r  e  V  o  1  ving 
lamp  bank 
used  in  the 
railway  shop 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


869 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROM-ING    STOCK — ELECTRICAL — il 


Fish-Tail  Cutter  for  Knobs 


FOR  finishing  bolt  heads  or  knobs 
which  have  a  rounded  surface  a 
tool  which  has  been  termed  a  fish- 
tail cutter  has  been  devised  and  is 
used  in  the  39th  Street  repair  shop 
of  the  Brooklyn-Manhattan  Transit 
Corporation,  Brooklyn,  N.  Y.  The 
tool  consists  of  round  tool  steel  flat- 
tened down  at  the  ends  and  provided 
with  cutting  edges  so  as  to  finish 
material  to  the  desired  radius. 

The  accompanying  illustration 
shows  a  pair  of  these  fish-tail  cutters 
such  as  are  used  for  finishing  the 
ends  of  the  red  fiber  knobs  used  on 
master  controller  handles.  These 
knobs  have  a  concave  finish  at  one 
end  and  a  convex  finish  at  the  other. 
The  tool  shown  at  the  left  is  used 


for  finishing  both  of  these  surfaces. 
It  consists  of  two  parts,  the  tool 
holder  and  the  cutting  portion. 
When  placed  in  the  holder  the  cut- 
ting portion  is  clamped  in  position 


by  a  set  screw.  It  will  be  seen  from 
the  shape  of  the  two  ends  of  this  cut- 
ting tool  that  one  will  give  a  convex 
finish  and  the  other  a  concave  finish 
to  the  handle  knob. 


Fish-tail  cutter  as  used  for  finishing  the  knobs  of 
master  controller  handles 


Electric  Railway  Journal  Maintenance  Data  Sheet 

BOLLINO    STOCK — BLECTBICAL   DIAGBAMB — 3 


Armature  Winding  Diagram  for  Westinghouse  306  Motor 


PROPER  winding  of  Westinghouse 
type  306  railway  motor  arma- 
tures is  shown  in  the  accompanying 
diagram.  It  is  very  important  that 
connections  be  made  correctly  when- 
ever the  armatures  are  rewound. 

To  Lay  Off  Winding 

1.  The  center  line  of  the  starting 
coil  is  on  the  center  line  of  the  arma- 
ture tooth  between  the  fourth  and 
fifth  slot  and  on  the  center  line  of  the 
mica  between  the  30th  and  31st  com- 
mutator bar. 

2.  Starting  at  bar  No.  30,  count 
back  clockwise  to  bar  No.  1  and  in 
this  bar  place  lead  No.  2,  the  first 
active  coil,  from  the  bottom  leads  of 
the  starting  coil. 

3.  Count  from  bar  No.  1  counter 
clockwise  to  bar  No.  58  and  in  this 
fiar  place  lead  No.  2,  the  first  active 
coil,  from  the  top  leads  of  the  start- 
ing coil. 


Winding  Data 
Number  of  armature  slots,  29. 
Number  of  commutator  bars,  115. 
Coils  lie  in  slots  Nos.  1  and  8. 
Leads  connect  to  bars  No.  1  and 
No.  58. 


For  convenience  in  rewinding  it  is 
the  practice  of  many  of  the  manu- 
facturers to  center  punch  commu- 
tator bars  on  the  end.  The  accom- 
panying diagram  gives  the  center 
punch  marks  that  are  standard  for 
this  motor. 


-X.I 


C.Lslot 
No.  8 


C.L.slof 
No.  I 


//(  a/iamnnci  V\\ 


C.L.of  coil  o, 
C.L.  of  tooth 
between  slots  4 
and  S,  and  C.L. 
of  mica  between, 
bars  SO  and  31 


Locates  top  leads  from 

starting  coil 
Locates  bottom  leads  from  storting  coil 
Locates  starting  coil  in  slots  Nos.  I  and  8 


870 


ELECTRIC  RAILWAY   JOURNAL 


Vol.70,  No.\9 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING    STOCK — ELECTRICAL    DIAGRAMS 1 


Arc  Headlight  Receptacle  Removed  from  Splash 


CONNECTION  for  the  arc  head- 
light on  certain  cars  of  the 
Connecticut  Company  has  been 
changed  from  a  position  near  the 
bottom  of  the  front  dasher  to  a  posi- 
tion about  one-quarter  way  up  from 
the  bottom  of  the  off-side  front  vesti- 
bule window  post. 

The  work  has  been  done  at  the 
New  Haven  shops  of  the  company. 
This  connection  consists  of  a  wood 
block  surrounding  a  porcelain  recep- 
tacle. 


Headlight    connection    on    front 

vestibule  window  post  is  well 

removed  from  splash 


A  flexible  wire  terminating  in 
a  plug  connects  the  receptacle  and  the 
arc  lamp,  which  is  supported  on  a 
horizontal  iron  bar  on  the  dasher  im- 
mediately below  the  middle  front 
window.  This  bar  is  grounded  and 
furnishes  the  other  electrical  con- 
nection for  the  lamp.  In  its  new 
position  the  receptacle  is  not  sub- 
jected to  splash  from  the  truck  and 
roadbed  as  it  formerly  was,  and  its 
maintenance  in  good  condition  is 
much  simpler  and  easier. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING   STOCK — ELECTRICAL  DI.AGR.AM8 ( 


Field  Winding  Diagrams 
for  Westinghouse  306  Motor 


on  a  bench.    Another  test  should  also 
be  made  after  they  are  assembled. 

In  the  accompanying  diagram,  N 
stands  for  north  pole  and  S  for  south 
pole.     Polarity    should    be    checked 

DIAGRAMS  shown  herewith  are  mutating  poles,  which  is  used  quite  ^rj^jj    ^    compass    while    current    is 
for  wiring  of  the  Westinghouse  extensively.    The  diagram  to  the  left  being  passed  through  the  coils. 
type   306   railway  motor  with  com-   is  for  motors  with  leads  on  the  axle 

side  and  the  diagram  on  the 
right  is  for  motors  with  leads 
on  the  suspension  side. 

To  insure  that  the  pole  faces 
of  the  motor  have  proper  se- 
quence of  polarity  it  is  necessary 
that  the  coils  be  installed  cor- 
rectly and  it  is  desirable  that 
they  be  given  a  polarity  test. 
Time  and  labor  are  saved  if  such 
a  test  be  made  before  the  coils 


are  installed  with  them  laid  out 


Commutator  End 
Ma/n  pole  field  coil  connections 
pinion  end 

\  Coils  laidouf^ 
on  bench 


Commuiating  pole  field  coil 
connections  pinion  end 


Main  pole  field  coil  connections  Commutator  End 

pinion  end  Comwutating  pole  field  coil  connections 

—  —   -^pinion 


end 


Commutartor  end 


Sovcnibcr  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


871 


New  Equipment  Available 


Grinder  with  Pulley  for 
Driving  Othei«Machines 

DESIGNED  for  use  in  small  shops 
where  it  is  desirable  to  have  the 
motor  available  for  other  work,  a 
grinder  has  been  announced  by  the 
Master  Electric  Company,  Dayton, 
Ohio.  The  particular  feature  of  the 
machine  is  a  combination  pulley  and 


Grinding  motor  with  pulley  so  that  it  can 
be  used  for  power  drive 

adapter  for  holding  the  grinding 
wheel,  which  fits  on  the  motor  shaft. 
The  unit  can  thus  be  operated  as  a 
power  motor  by  using  the  grooved 
pulley  which  is  between  the  end  of  the 
motor  frame  and  the  grinding  wheel. 


New  Types  of  Mazda  Lamps 
for  Car  Lighting 

SINCE  the  standard  line  of  inside 
frosted  Mazda  lamps  for  general 
lighting  service  was  introduced  about 
two  years  ago,  electric  railway  opera- 
tors have  been  interested  in  their 
availability  for  car  lighting.  This 
question  was  answered  on  Oct.  1  by 
the  Mazda  lamp  manufacturers,  who 
announced  the  standardization  of  a 
36-watt  A-21  inside  frosted  Mazda 
lamp  for  five-in-series  operation. 
They  also  announced  a  30-volt, 
1-amp.,  A-19  and  a  30-volt,  1.6  amp., 
A-21  Mazda  lamp  for  twenty-in- 
series  operation. 

The  engineering  departments  of 
lamp  manufacturers  have  been  en- 
gaged for  a  long  time  on  the  problem 
of  developing  lamps  for  electric 
railway  service  that  would  be  most 
efficient  and  sufficiently  rugged  to  with- 
stand the  severe  service  of  car  light- 
ing. Many  laboratory  experiments 
have  been  conducted  in  developing 
various  filament  constructions,  fol- 
lowed by  extensive  tests  on  the  lamps 


in  actual  service.  The  results  of  these 
experiments  have  now  been  crystal- 
lized in  the  three  new  lamps  just  an- 
nounced. The  36-watt,  A-21  inside 
frosted  lamp  is  designed  at  105,  110, 
115,  120,  125  and  130  volts  for  five- 
in-series  operation  and  is  adaptable  to 
existing  installations  in  cars  as  well 
as  being  interchangeable  in  circuits 
with  the  present  36-watt  S-19  clear 
bulb  lamps.  No  modification  of  the 
wiring  or  sockets  is  necessary. 

The  30-volt  lamp  in  the  two  cur- 
rent ratings  is  designed  for  operation 
twenty-in-series  on  600  volts  and,  of 
course,  requires  a  change  in  the  wir- 
ing of  existing  cars  as  well  as  a 
special  short  circuiting  type  of  socket, 
but  these  lamps  are  of  the  gas-filled' 
type,  more  efficient  and  producing  a 
better  quality  of  light  than  the 
vacuum  lamps  for  five-in-series  opera- 
tion. Many  of  the  new  cars  are  being 
equipped  for  them  and  several  rail- 
ways have  rewired  their  older  cars. 
In  addition  to  the  advantages  of  bet- 
ter efficiency  and  better  quality  of 
light,  these  lamps  are  equipped  with 
an  automatic  self-contained  short-cir- 
cuiting device  so  that  the  failure  of 
one  of  them  does  not  extinguish  the 
remainder  of  the  series. 


Combination  Welder  and 
Punch  Press 

COMBINATION  of  an  automatic 
spot  welder  with  a  punch  press  in 
one  machine  is  announced  by  the  Gibb 
Welding  Machines  Company,  Bay 
City,  Mich.     Spot  welds  are  made  in 


New  welding  press 

a  fractional  part  of  a  second  by  means 
of  an  especially  designed  transformer 
and  a  precisely  timed  automatic 
switch.  It  is  claimed  that  the  rapid 
method  of  welding  eliminates  depres- 
sions in  the  surface,  warping  or  dis- 
coloration, as  the  weld  is  made  before 
heat  has  an  opportunity  to  soften  the 
outer  surface  of  the  material. 

The  welding  press  has  a  smooth 
toggle  action  which  brings  the  weld- 
ing point  into  contact  lightly  with  the 
work,  and  a  final  closing  pressure  is 
applied.  The  machine  is  adapted 
particularly  for  attaching  ears,  clips 
or  lugs  to  various  metal  parts. 


Monthly  Maintenance  Contest  Continues 


MANUSCRIPTS  are  being  re- 
ceived for  entry  in  the  main- 
tenance men's  contest  for  monthly 
prizes,  subject  to  the  following  con- 
ditions : 

1.  Any  employee  of  an  electric  railway 
or  bus  subsidiary  may  compete. 

2.  The  author  does  not  need  to  be  the 
originator  of  the  idea. 

3.  Articles  may  be  submitted  by  several 
persons  or  by  a  department. 

4.  Any  maintenance  practice  or  device 
for  electric  railway  or  bus  repairs  may  be 
the  subject. 

5.  Articles  should  be  100  to  200  words 
lone;  with  one  illustration,  and  in  no  event 
longer  than  400  words  with  two  illustra- 
tions. 


6.  Ilhistration  material  may  be  in  the 
form  of  drawings,  sketches,  blueprints  or 
photographs.  All  sheets  should  be  marked 
"Maintenance  Competition." 

7.  Manuscripts  should  be  mailed  to  the 
editor  of  Electric  Railway  Journal, 
Tenth  Avenue  at  36th  Street,  New  York. 

8.  A  prize  of  $25  will  be  awarded  each 
month  for  the  best  maintenance  idea  in  the 
group  published.  A  minimum  of  $5  will 
be  paid  for  each  article  accepted  for  pub- 
lication. Manuscripts  will  be  received  until 
April  30,  1928. 

9.  Announcement  of  the  winner  each 
month  will  be  made  in  the  issue  devoted  to 
maintenance  and  construction  (the  third 
issue  each  month)  following  the  one  con- 
taining the  item. 

10.  Additional  details  were  given  in 
Electric  Railway  Joxirnal  for  April  16, 
pages  700-701. 


872 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70.  No.19 


Association  Activities 


=ff^F 


Dorchester  Extension  Discussed 
by  New  England  Club 

Features  of  the  new  ^12,000,000  rapid  transit  line  is  the  topic  of 

several  papers  at  Boston  meeting,  the  first  of  the 

season.     Association  president  talks 


THE  first  meeting  for  the  season  of 
the  New  England  Street  Railway 
Club  was  held  at  the  Copley  Plaza 
Hotel,  Boston,  on  Oct.  27.  President 
R.  B.  Stearns,  vice-president  Eastern 
Massachusetts  Street  Railway,  presid- 
ing. The  program  was  in  charge  of 
the  Boston  Elevated  Railway,  the  first 
of  a  series  of  meetings  to  be  planned, 
in  turn,  by  several  of  the  large  electric 
railways  in  this  territory. 

E.  L.  Lockman,  assistant  to  the  super- 
intendent of  maintenance  Boston  Ele- 
vated Railway,  read  a  carefully  pre- 
pared paper  on  the  general  features  of 
the  Dorchester  rapid-transit  extension 
of  the  Boston  Elevated  Railway  which 
is  to  be  opened  to  the  public  on  Satur- 
day, Nov.  5.  An  abstract  of  Mr.  Lock- 
man's  paper  will  appear  in  a  future 
issue.  He  showed  motion  pictures  espe- 
cially taken  for  the  occasion  from  a  car 
traveling  over  the  newly  completed 
track.  There  were  also  construction 
motion  pictures.  Only  the  portion  from 
Andrew  Square  to  Fields  Corner  will 
be  put  in  operation  this  year,  he  said. 
In  answer  to  a  question  about  the  rela- 
tion of  the  rapid-transit  extension  to 
existing  and  future  facilities  in  the  re- 
gion, H.  M.  Steward,  superintendent  of 
maintenance  Boston  Elevated  Railway, 
says  that  much  business  is  going  to 
come  to  this  line  from  the  southern  part 
of  the  territory  to  be  served.  The  pre- 
vious steam  railroad  facilities  in  the 
region  determined  the  routing.  New- 
bus  lines  will  be  installed  as  needed,  but 
it  is  impossible  to  tell  in  advance  just 
how  the  people  will  respond  to  the  new 
facilities.  The  rapid-transit  extension 
has  resulted  in  a  building  up  of  the 
section  and  feeders  to  the  rapid-transit 
lines  will  be  added  in  accordance  with 
the  response  of  the  patrons. 

This  improvement  will  eventually  rep- 
resent an  investment  of  from  $12,000,- 
000  to  $13,000,000.  It  will  be  possible 
to  cover  the  distance  from  Park  Street 
station  to  Fields  Corner,  about  5  miles, 
in  fourteen  minutes  running  time.  There 
are  no  grade  crossings  on  this  extension. 

Automatic  Substations  for  the 
New  Line 

F.  N.  Carothers,  general  foreman  of 
substations  Boston  Elevated  Railway, 
treated  the  subject  of  automatic  substa- 
tions in  an  informal  but  effective  man- 
ner, avoiding  technical  details  as  much 


as  possible.  He  supplemented  his  paper 
by  the  showing  of  a  General  Electric 
motion  picture  film  which  gave  the  tech- 
nical details  in  a  manner  easy  to  follow. 
An  abstract  will  appear  in  a  future  issue. 

Discussion  on  Mr.  Carothers'  paper 
brought  out  some  sidelights  on  the  mer- 
cury vapor  converter  substation,  which 
was  shown  to  be  especially  effective  on 
systems  having  from  1,200  to  1,500- volt 
distribution.  The  experience  of  a  num- 
ber of  railways  which  are  using  the  new 
type  of  substation  was  cited  and  the  im- 
pression given  was  that  it  is  rapidly 
emerging  from  the  experimental  stage. 

E.  P.  Locke,  engineer  car  construc- 


COMING  MEETINGS 

OF 

Electric  Railway  and 
Allied  Associations 

Nov.  8 — ^Wisconsin  Motor  Coach 
Association,  annual  convention, 
Hotel  Whiting,  Stevens  Point,  Wis. 

Nov.  16-17 — Central  Electric  Traf- 
fic Association,  Keenan  Hotel,  Fort 
Wayne,  Ind. 

Nov.  17-18  —  American  Society 
Mechanical  Engineers,  anniial  meet- 
ing, Engineering  Societies  Building, 
29  West  39th  Street,  New  York, 
N.  Y. 

Nov.  17-lS  —  Personnel  Research 
Federation,  Accident  Reduction  sec- 
tion, 40  West  40th  Street,  New 
York,  N.  Y. 

Nov.  2S-30 — American  Institute  of 
Electrical  Engineers,  regional  con- 
vention, Drake  Hotel,  Chicago,  III. 

Dec.  1,  2 — Pennsylvania  Street 
Railway  Association,  annual  meet- 
ing, Scranton,  Pa. 

Dec.  2 — American  Institute  Elec- 
trical Engineers,  New  York  Section, 
Engineering  Societies  Building,  New 
York,  N.  Y. 

Dec.  2 — Metropolitan  Section, 
American  Electric  Railway  Associa- 
tion, Engineering  Societies  Building, 
New  York,  N.  Y. 

Jan.  16-17 — Midwest  Electric  Rail- 
way   Association,   Hot   Springs,   Ark. 

Jan.  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  New  Orleans,  La. 

Jan.  26-27 — Central  Electric  Rail- 
way Association,  Cincinnati,  Ohio. 


tion  Boston  Elevated  Railway,  read  a 
paper  on  the  new  features  of  the  cars 
for  the  Cambridge  subway.  Discussion 
on  this  paper  largely  centered  on  the 
use  of  floor  material  which  will  with- 
stand wear  but  is  easy  to  repair.  There 
has  been  no  trouble  with  slipping  in 
connection  with  the  durafliex  which  is 
used  on  the  new  cars.  An  abstract  of 
this  paper  will  be  published  later. 

Mr.  Stevens  Speaks  of  Industry 
Trends 

At  the  evening  session,  after  dinner 
served  at  the  Copley  Plaza,  several  ad- 
dresses were  given.  R.  P.  Stevens, 
president  of  the  American  Electric  Rail- 
way Association,  spoke  on  the  trends  in 
the  electric  railway  industry,  basing  his 
remarks  largely  upon  the  briefs  pre- 
sented in  the  Charles  A.  Coffin  Founda- 
tion competition.  Supplementing  his 
written  address,  he  reiterated  the  idea 
that  service  is  to  be  the  keynote  of  his 
presidency  of  the  association. 

Give  the  People  What  They  Want, 
Says  Mr.  Sullivan 

Mr.  Stevens  was  followed  by  Col. 
Thomas  F.  Sullivan,  chairman  Transit 
Commission  of  the  city  of  Boston,  who 
further  emphasized  the  idea  of  giving 
the  people  what  they  want.  He  spoke 
of  the  excellent  treatment  which  the 
local  railways  had  received  at  the  hands 
of  the  public  and  urged  the  giving  of 
service  so  attractive  as  to  meet  the  com- 
petition of  the  private  automobile.  He 
agreed  with  Mr.  Stevens  as  to  the 
necessity  of  controlling  the  parking  evil, 
stating  that  the  highways  are  for  traffic 
and  not  for  parking  purposes.  The 
streets  represent  too  much  investment 
to  warrant  their  use  for  parking. 

He  referred  to  the  coming  opening 
of  the  Dorchester  rapid-transit  exten- 
sion as  far  as  Fields  Corner,  which  is 
to  occur  at  the  end  of  the  present  week, 
and  pointed  out  how  beneficial  this  will 
be  to  one  of  the  largest  communities  in 
metropolitan  Boston,  It  is  important, 
he  said,  to  get  the  merchants  and  others 
to  realize  how  close  the  new  rapid- 
transit  facilities  will  bring  Dorchester  to 
the  business  district  of  Boston,  Colonel 
Sullivan  urged  a  prompt  solution  of  a 
local  traffic  congestion  problem  at  Gov- 
ernors Square,  where  the  Boylston 
Street  subway  comes  to  the  surface. 

Value  of  Service  Information 
Bureau  Stressed 

S,  T.  McQuarrie,  who  is  in  charge 
of  the  New  England  Bureau  of  Public 
Service  Information,  then  spoke  on  the 
services  which  his  bureau  can  render. 
He  urged  electric  railway  men  to  utilize 
the  opportunity  to  speak  before  clubs, 
civic  associations,  etc.  He  said  that 
elementary  information  is  greatly  appre- 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


873 


ciated  by  the  public.  The  office  of  tlie 
committee  is  supplied  with  data  which 
can  be  used  by  railway  men  in  making 
such  addresses. 

The  next  speaker  on  the  program  was 
the  Rev.  Archibald  G.  Sinclair,  D.D. 
pastor  of  the  First  Presbyterian  Church, 
Bloomfield,  N.  J.  His  topic  was  "Some 
American  Delusions."  These  delusions 
were: 

L  The  idea  that  bigness  is  the  essen- 
tial thing. 

2.  That  individual  effort  can  accom- 
plish results  in  these  days  of  teamwork. 

3.  The  conception  that  a  shallow  opti- 
mism is  a  healthful  sign. 


American 
Association  >few8 


'Aera"  in  New  Form 


jP  the  latter  part  of  September  would  be 
more  convenient  for  the  accountants 
than  dates  in  early  October.  Another 
reason  for  preferring  the  new  time 
was  to  eliminate  interference  by  the 
World's  Series  baseball  games  which 
have  claimed  the  interest  of  some  of 
the  delegates  at  previous  conventions. 
It    was    found    impracticable    at    this 


PUBLICATION    of    the    November    meeting  to  make  a  final  selection  of  the 


issue  of  Aera,  the  official  magazine  place  to  hold  the  convention.  While 
of  the  American  Electric  Railway  As-  there  was  strong  sentiment  in  favor  of 
sociation,  begins  the  change  in  policy  Atlantic  City,  considerable  doubt  existed 
decided  by  the  executive  committee  on  concerning  the  completion  of  the  audi- 
recommendation  of  the  committee  on  torium  building  there  by  next  fall,  and 
publications,  of  which  J.  H.  Hanna  is  the  organization  of  a  suitable  operating 
He  illustrated  by  means  of  humorous  chairman.  staff  to  handle  the  complicated  prob- 
incidents  the  fundamental  principles  that  The  magazme  m  its  new  form  is  a  lems  of  a  large  convention.  The  possi- 
qualitv  counts  rather  than  quantitv,  that  64-page  book  with  covers,  7x10  in.  in  bility  of  labor  difficulties,  such  as  have 
individualism  must  be  respected  and  that  size.  It  carries  no  advertising.  occurred  there  in  the  past,  was  also  con- 
true  optimism  is  based  upon  facing  all  "Under  the  new  plan,"  states  the  sidered.  Some  of  the  opinions  expressed 
of  the  facts.  leading  editorial,  "it  is  hoped  that  the  favored  Qeveland  as  a  location  for  the 
The  chairman  announced  that  the  particular  function  which  the  magazine  next  convention.  Final  decision  on  this 
next  meeting  of  the  club  would  be  held  performs,  that  of  drawing  closer  to-  matter  was  reserved  by  the  committee 
under   the   auspices   of   the   Connecticut     Sether  the  association's  far-flung  mem-  until   a   future   meeting.      Options   until 


Company  at  Hartford. 


Wisconsin  Bus  Men  to  Meet 

FOLLOWING  an  address  of  wel- 
come by  Mayor  J.  N.  Welsby  of 
Stevens  Point  and  the  reply  by  A.  M. 
Schrum,  Gray  Transportation  Company, 
president  of  the  association,  papers  will 
be  presented  on  "The  Place  of  the  Mo- 


bership.  will  be  better  accomplished  by  Jan.    1,    1928.    were    secured    for    both 

directing  its  pages  to  this  primary  ob-  the    Cleveland    and    the    Atlantic    City 

jective.    The  magazine  will  give  greater  auditoriums, 

attention  to  keeping  its  readers  posted  • 


on  committee  work,  and  to  the  inter- 
pretation of  committee  activity.  It  will 
endeavor  to  keep  individual  members 
more  closely  in  touch  with  the  work  of 
the  association,  and  will  reflect  more 
in  its  pages  the  activity  of  community 
and  company  sections  and  of  geograph- 
ical sectional  associations  to  which  new 


tor  Bus  in  the  Countrv's  Transportation  i       i  •         •   -i  rr       ,  ■     ., 

System,;'  by  Prof.  H.  R.  Trumbower  of     "membership  privileges  are  offered  in  the 

the    University    of    Wisconsin,    and    an 
illustrated  talk  on  "Evolution  of  Trans- 


Special  Reports  in  Preparation 

SPECIAL  reports  are  being  prepared 
by  the  Bureau  of  Information  and 
Service  of  the  American  Electric  Rail- 
way Association  and  will  be  available 
to  member  companies  upon  request,  as 
follows : 


portation,"  by  A.  A.  Engelhard,  Milwau- 
kee Electric  Railway  &  Light  Company. 

In  the  afternoon  there  will  be  the  re- 
port of  the  legislative  committee,  B.  W. 
Arnold  chairman,  and  the  following 
papers : 

"Procedure  and  Legal  Aspects  Under 
the  Present  Law,"  by  Phil  Porter,  legal 
adviser  Wisconsin  Railroad  Commis- 
sion. 

"Administration  of  the  Motor  Bus 
Law,"  by  L.  P.  Atwood,  director  of  bus 
transportation  Wisconsin  Railroad  Com- 
mission. 

"Safety  and  Accident  Data,"  by  C.  M. 
Larson,  chief  engineer  Wisconsin  Rail- 
road Commission. 

"The   National    Situation,"  by  G.   P. 


,„,„•„„)     „i.-i..i-          •     i       Jit       ,.  Bulletin    No.    16H  —  Charts    Illustrating 

revised  constitution  lust  adopted  at  „  .  ^  j  •  z?;  .  •  d  •;  o^ 
(-\  I  \  »  Recent  Trends  w  Electric  Raikvav  Ohera- 
Llevelancl.  tions  and  Also  Electric  Railwav  Bus  Oper- 
John  A.  Miller,  Jr.,  associate  editor  „tions.  —  A  reproduction  of  a  series  of 
of  Electric  Railway  Journal,  has  charts  prepared  for  exhibition  at  the  1927 
been  appointed  editor  of  Aera  and  will  convention,  shovfiiig  trends  of  traffic,  rev- 
devote  all  the  time  necessary  to  it  in  enues  and  expenses,  trends  of  fares  and 
order  to  get  out  a  publication  con-  wages,  growth  of  electric  railway  bus 
sistent  with  the  needs  of  the  association  operations     distribution    of    bus_  operating 


and  the  industry. 


expenses,  bus  depreciation  rates  in  use,  dis- 
tribution and  trend  of  cash  fares,  auto- 
mobile registrations  and  their  effect  on  pas- 
senger traffic,  comparison  of  bus  operating 
costs  in  1926,  1925,  etc.,  with  an  accom- 
panying story  on  their  significance. 

Bulletin  No.  169 — Parking  Restrictions. — 

Contains      summaries      of      conditipns      in 

portant  points  at  a  meeting  of  the     twenty  American  cities,  showing  the  tend- 


Next  Convention  to  Have 
Exhibits 

Tn\ECISION  was  reached  on  two  im- 

committee  on  convention  location,  held 
at  association  headquarters.  New  York, 
on  Oct.  28.  Opinion  was  firactically 
unanimous  that  there  should  be  exhibits 


ency  during  recent  years  toward  relieving 
traffic  congestion  and  speeding  up  street 
car  traffic  through  the  restriction,  and  in 
some  cases  the  elimination,  of  parking  in 
the   congested   centers.     There   is   also   in- 


McCallum,    president    Michigan    Motor    be  desirable  later  to  adopt  a  policy  of 


at  the  next  convention.     While  it  may     eluded   a   section   describing   the   establish- 


Bus  Association 


having  exhibits  only  in  alternate  years. 


ment    of    public    parking    spaces   by    street 
railway  companies. 

Bulletin  No.  170— Methods  of  Pare  Col- 
lection.— Shows    the   various   methods   em- 


Following  the  presentation  of  papers  it  was   thought  that  the   industry  is  at 

by  the  representatives  of  the  Wisconsin  present  standing  at  the  threshold  of  im- 

Lommission  there  will  be  a  general  dis-  portant  developments  and  that  it  would    P'oy^d  by  337  electric  railway  companies  in 

cussion   led   by    W.    A.    Jackson,    vice-  be  a  great  mistake  to  do  without  exhibits    """""'•■•■"   '— -      ' "•   — "    ^'   -^--- 

president   Milwaukee    Electric    Railway  in  1928. 

&  Light  Company,  and  Glenn  Stephens,        The  'date  selected  for  opening  the  con- 
attorney,  Madison.  vention  is  Saturday,  Sept.  22,  with  Fri- 

A  question  box  will  be  conducted  by  day,  Sept.  28.  as  closing  dav.     A  num- 

Vice-President    H.    G.    Monger   of   the  her  of  reasons  impelled  the  committee  to 


collecting  fares.  In  each  case  it  shows 
whether  fare  collection  is  pay-as-you-enter, 
pay-as-you-!eave,  pay-as-you-pass,  or  cbl- 
lection-within-the-car  (hand  to  hand),  also 
shows  the  various  types  of  registers  or 
fare  boxes  in  use. 
Bulletin  No.  171— Trend  of  Electric  Rail- 


Milwaukee    Electric    Railway    &    Light  select    earlier     dates     than     have     been  «'a.v  Operations.— \  comparative  record  of 

Company.  chosen  in  past  vears.     If  the  convention  the    revenues,    expenses,    taxes,   car    miles. 

The  annual  dinner  will  be  held  in  the  is  held  in  the  new  auditorium  at  Atlantic  ""evenue  passengers,  and  operating  ratio  of 

main  dining  room  of  the  hotel  at  6:30  Citv,   one   of   two  locations   now   under  ^  S™"P  °\  134  companies  for  the  first  six 

p.m.      M.    H.    Frank   of  the   Wisconsin  consideration,    it    will    be    necessary    to  ".'°"*s   of    1925   compared   with    the   first 

Power  *  T  io-ht  Cnmnan^r    T7«r,rl  A„  T  n,-  u            I         u'l.-.         1             iicccssaiy    Lo  j,jj  months  of  1924  and  monthly  thereafter, 

fower  &  Light  Company,  l-ond  du  Lac,  have  all  exhibits  out  several  days  prior  „„  through  lune    1927     The  erouo  is  also 

will  act  as  toastmaster  and  John  Calla-  to   Oct.  8,  when  the  convention  of  the  suwlTded  into  separate  similfr  "tatements 

nan   ot   Milwaukee  will   be   the  speaker  American  Gas  Association  opens  there,  for   each  of  the  geographical   divisions  of 

of  the  evening.  It  was   thought   also   that   dates   during  the  country. 


874 


ELECTRIC  RAILWAY"  JOURNAL 


Vol.70,  NoA9 


ISlews  of  the  Industry 


/n 


^^lE 


Appraising  Co-operation  in 
America 

Results   of   profit-sharing   plan   in   force    in 

Philadelphia  and  Buffalo  amaze 

English  economist 

A  MONUMENT  to  T.  E.  Mitten's 
forceful  personality  and  understand- 
ing of  human  ambitions  and  desires  is 
the  profit-sharing  plan  in  force  in 
Philadelphia.  Pa.,  and  Buffalo,  N.  Y., 
both  guided  by  Mitten  Management.  Its 
success,  really  phenomenal,  is  ascribed 
to  the  philosophic  conception  of  the  plan 
itself.  Such  is  the  conviction  of  Ber- 
tram Austin,  London,  England,  student 
of  economics  in  many  lands  and  co- 
author with  W.  Francis  Lloyd  of  the 
much-discussed  books  "The  Secret  of 
High  Wages"  and  "Capital  for  Labor." 
Mr.  Austin  sailed  for  home  on  Nov.  4 
after  visiting  more  than  a  month  in  this 
country  at  the  invitation  of  Mr.  Mitten. 
At  an  interview  with  him  at  the  Hotel 
Plaza,  New  York,  on  Nov.  3,  Mr. 
Austin  told  a  representative  of  the 
Electric  Railway  Journal  how  inten- 
sively he  had  studied  the  Mitten  plan  for 
employee  ownership  of  industry  as  ap- 
plied on  the  Philadelphia  and  the  Buffalo 
transportation  systems.  Detaching  him- 
self from  the  management,  he  walked 
about  among  the  rank  and  file  and  found 
the  results  incredible.  To  think  that  five 
years  ago  Buffalo  traction  was  synony- 
mous with  seething  warfare  and  that 
one  of  the  present  Philadelphia  leaders 
in  the  men  and  management  scheme  was 
some  few  j'ears  ago  inciting  rebellion 
against  the  ofiicers  makes  this  ultra  co- 
operation and  this  "I  to  I"  movement  all 
the  more  remarkable. 

Participation  by  Men  in 
Management 

Nothing  today,  in  his  opinion,  could 
disturb  the  amicable  relations  existing 
between  the  masters  and  men.  as  he 
termed  it,  which  is  exemplified  on  the 
Mitten  properties.  Here  are  men  own- 
ing collectively  $12,000,000  and  selling 
$18,000,000  of'  Mitten  stock  to  the  pub- 
lic of  Philadelphia — men  who  got  22 
cents  an  hour  at  the  inception  of  Mitten 
management  and  now  get  73^  cents  on  a 
road  whose  gross  earnings  were  $11,- 
000,000  when  Mr.  Mitten  took  hold  and 
now  with  the  same  number  of  employees 
have  advanced  to  $50,000,000.  These 
results  Mr.  Austin  ascribed  largely  to 
the  fact  that  Mr.  Mitten  developed  a 
trade  code  which  disregarded  labor  as 
a  commodity  and  introduced  on  the  rail- 
way system  the  laborer  as  a  co-operator 
entitled  to  share  in  the  profits. 

Mr.  Austin,  though  in  favor  of  trade 
unions,  sees  no  need  for  their  function- 
ing under  the  Mitten  plan  of  operation. 
In  the  early  days  of  labor  strife  he  be- 
lieved they  served  a  useful  purpose,  but 


if  the  Mitten  plan  were  to  become  gen- 
eral in  industry  he  could  see  less  need 
for  the  efforts  of  the  labor  unions. 

It  will  be  Mr.  Austin's  privilege  to 
discuss  the  Mitten  plan  of  profit  sharing 
in  England,  preferably  on  the  railway 
properties  first.  On  the  whole,  profit 
sharing  has  been  unsuccessful  in  Eng- 
land and  to  introduce  the  Mitten  plan 
abroad  is  fraught  with  many  difficulties. 
In  the  first  place  he  believed  that  labor 
union  members  were  more  numerous  in 
his  country  than  in  thi^  country  and 
were  more  loyal  to  their  organizations. 
Again,  political  labor  was  very  strong, 
so  that  collective  ownership  of  capital 
in   any   wide   sense   in   England  would 


run  counter  to  trade  unions.    However, 
he  believed  that  his  country  had  much, 
to   learn   from   ours   and   also  that   we 
could  learn  something  from  labor  con- 
ditions abroad. 

It  was  his  conviction  that  the  Mitten 
plan  portended  great  things  in  industry 
in  its  practical  demonstration  in  Phil- 
adelphia and  Buffalo  and  that  its 
application  went  a  long  way  toward 
solving  the  eternal  problem  of  capital 
and  labor.  At  least  the  electric  railway 
systems  in  these  two  cities  bear  testi- 
mony to  the  salutary  results  in  the 
changed  attitude  of  labor  and  capital 
from  a  fighting  organization  to  a 
co-operative  business. 


Transit  Should  Be  a  Business  Matter 

New  York  City  told  that  with  new  lines  under  construction,  city  is 

threatened  with  disruption  or  ruin  of  old  lines  and  prospects 

of  deficit  that  will  cost  hundreds  of  millions 


UNSATISFACTORY  transit  service 
in  New  York  City  is  due  to  in- 
creased operating  costs  incident  to  the 
war  and  to  insufficient  revenues,  said 
Major  Charles  E.  Smith,  St.  Louis 
transit  expert,  before  the  Merchants' 
Association  at  the  Hotel  Astor  on  Nov.  1. 
Major  Smith  recently  completed  an  ex- 
haustive investigation  of  transit  facilities 
for  the  city. 

He  said  fi.xed  fares  have  always  been, 
and  will  continue  to  be,  disadvantageous. 
Fare  should  fluctuate  with  changing  con- 
ditions and  service  be  provided  at  not 
more  than  cost.  Better  service  can  be 
given  for  higher  fares  and  subways  in 
sufficiency  can  be  provided  for  com- 
fortable transit  at  a  reasonable  fare. 

Insufficient  revenues  are  responsible 
for  the  oversights  in  inspection  and 
maintenance  that  cause  the  numerous  de- 
lays. The  city  officials  share  equally 
with  the  company  officials  the  responsi- 
bility for  adequate  and  safe  transit.  Dis- 
trust of  operating  officials  lowers  the 
morale  of  employees  and  decreases  the 
safety  of  passengers. 

Companies  Perform  Efficiently 

According  to  Major  Smith  poor 
transit,  traffic  and  transportatioa  con- 
ditions are  causing  industry  to  grow 
faster  in  adjacent  New  Jersey  than  in 
New  York  City.  Transit  facilities  and 
Americanization,  not  the  5-cent  fare,  are 
lowering  the  population  in  lower  Man- 
hattan. The  same  lowering  is  taking 
place  in  other  large  cities  that  have 
higher  fares.  The  performance  of  the 
companies  under  the  dual  contracts  is 
being  administered  efficiently  by  the 
Transit  Commission. 

The  elevated  and  surface  lines  are  not 
obsolete  nor  inherently  losing  ventures. 


Both  increased  their  traffic  about  50  per 
cent  while  the  subway  system  has  been 
developed  and  a  further  elevated  in- 
crease of  50  per  cent  is  anticipated. 
Their  lack  of  profits  is  due  to  competition 
of  the  subsidized  city-owned  subways. 
They  are  justly  entitled  to  increased 
fares.  The  old  elevated  railways  must 
be  tolerated  until  a  great  deal  more 
money  is  available  than  is  now  in  sight. 
In  the  meantime  their  revenues  should 
permit  them  to  give  good  service.  Motor 
buses  to  handle  all  the  surface  traffic 
would  number  more  than  fifteen  times 
the  Fifth  Avenue  buses  at  an  increased 
cost  of  many  millions  of  dollars  in  fares. 
The  traffic  congestion  would  be  serious. 

Major  Smith  said  that  recapture  of 
city-owned  rapid  transit  lines  would 
present  complicated  legal,  operating  and 
financial  problems,  and  either  disrupt 
present  routes  and  require  more  fares 
to  be  paid  or  possibly  increased  fares  on 
the  company  lines.  The  recaptured  lines 
would  handle  25  per  cent  of  present 
traffic ;  the  other  75  per  cent  handled  by 
the  company  lines,  including  the  surface 
lines,  would  present  a  more  serious 
transportation  problem  than  at  present. 

The  independent  city  system  of  sub- 
ways, now  under  construction,  is  much 
more  expensive  than  necessary  to  give 
transit  relief  and  some  of  the  lines  are 
premature.  Costs  are  exceeding  esti- 
mates by  about  30  per  cent.  Enabling 
legislation  .should  be  secured  for  a  com- 
mission to  prepare  a  tax  roll  of  benefits 
due  to  rapid  transit  construction  by  the 
city.  A  tax  rate  should  be  fixed  on 
this  roll  each  year  to  spread  the  cost 
equitably  between  car  riders  and  bene- 
fited property  owners :  owners  of  prop- 
erty not  benefited  should  be  relieved  of 
transit  costs. 


November  5, 1927 


ELECTRIC  RAILWAY   JOURNAL 


875 


The  best  solution  of  the  problem  re- 
quires the  unification  and  consolidation 
of  all  transit  facilities,  including  the 
new  city  subways,  into  one  company, 
with  a  single  fare  over  all  rapid  transit 
lines  and  transfers  between  them  and 
surface  lines  on  the  most  favorable  basis. 
It  is  not  necessary  that  a  new  company 
be  formed,  nor  that  any  exchange  of 
securities  take  place,  nor  that  the  present 
companies  be  merged. 

A  conference  committee  of  the  Board 
of  Estimate  and  the  Transit  Commis- 
sion should  negotiate  with  the  present 
companies  for  the  joint  operation  of 
present  systems  and  new  subways  under 
the  dual  contracts  appropriately  amended, 
earnings  to  be  poled  and  fares  to  be  fixed 
to  cover  not  more  than  the  cost  of  serv- 
ice, including  the  carrying  charges  on 
company  and  city  investments  not  other- 
wise paid  by  benefit  taxes. 


Labor  Plans  to  Test 
Interborough  Injunction 

Action  on  the  offensive  was  taken  by 
the  Interborough  Rapid  Transit  Com- 
pany for  the  .second  time  during  the 
week  ended  Nov.  4  when  on  Nov.  3  it 
obtained  an  order  from  Supreme  Court 
Justice  Richard  H.  Mitchell  directing 
Joseph  G.  Phelan  and  James  H.  Cole- 
man, organizers  of  the  Amalgamated 
Association,  to  appear  on  Nov.  11  to 
show  cause  why  they  should  not  be  pun- 
ished for  contempt  of  court  in  violating 
an  injunction  restraining  the  officers 
and  agents  of  the  Consolidated  Railroad 
Workers'  Union,  now  defunct,  from 
attempting  to  organize  the  Interborough 
employees. 

The  injunction  was  signed  on  Dec. 
30,  1926,  by  Supreme  Court  Ju.stice 
Delehanty  and  was  upheld  by  the  Appel- 
late Division  on  June  25  last.  The 
Amalgamated  Association  maintained 
that  since  it  was  not  mentioned  in  the 
injunction  papers  the  action  did  not  lie 
against  the  association. 

In  support  of  the  move  to  punish 
Phelan  and  Coleman  for  contempt  the 
I.  R.  T.  submitted  to  Justice  Mitchell 
affidavits  of  a  dozen  employees  of  the 
Brotherhood  of  I.  R.  T.  Employees,  the 
so-called  company  union,  and  one  signed 
by  President  Frank  Hedley  of  the 
I.  R.  T.  The  affidavits  alleged  that  repre- 
sentatives of  the  Amalgamated  Associa- 
tion had  made  overtures  to  the  railway 
men  in  an  effort  to  unionize  them. 

In  consequence  of  recent  moves  in 
connection  with  this  matter  prospects 
pointed  on  Nov.  4  to  a  test  of  this  issue. 
Following  the  arrival  of  William  D. 
Mahon,  president  of  the  Amalgamated 
Association  of  Street  and  Electric  Rail- 
way Employees,  in  New  York  on  Nov.  4 
he  announced  that  President  William 
Green  of  the  A.  F.  of  L.  would  join  him 
in  fighting  "to  the  bitter  end"  the  move- 
ment characterized  by  him  as  an  attempt 
of  the  Interborough  Rapid  Transit  Com- 
pany to  obtain  a  sweeping  injunction 
restraining  the  3,000,000  members  of  the 
federation  from  communicating  with  the 
employees  with  the  idea  of  inducing 
them  to  join  the  Amalgamated. 


Franchise  Matters  in  Omaha 
Still  Unsettled 

Conditions  with  respect  to  the  fran- 
chise ordinance  of  the  Omaha  &  Council 
Bluffs  Street  Railway  under  considera- 
tion by  the  City  Council  of  Omaha,  Neb., 
for  some  months  appear  chaotic  as  the 
result  of  the  insistence  by  the  politicians 
that  the  terms  of  a  new  grant  shall  in- 
clude the  acceptance  by  the  company  of 
things  it  is  not  willing  to  concede.  It 
is  true  Mayor  Dahlman  has  urged  upon 
his  colleagues  a  compromise  that  will 
be  fair  all  around,  but  the  desire  seems 
to  persist  that  a  provision  should  be 
incorporated  in  the  new  grant  that  would 
permit  the  Council  to  amend  the  fran- 
chise any  time  during  its  30-year  life. 
This  may  possibly  lead  to  the  rejection 
of  the  grant  on  the  part  of  the  company, 
as  the  officials  insist  this  would  make  the 
terms  of  the  ordinance  so  indefinite  that 
the  bond  issue  soon  to  mature  could  not 
be  renewed. 

The  present  franchise  expires  on  May 
1  ne.xt  and  the  bonds  fall  due  on  Jan.  1. 


may  be  submitted  at  a  special  election 
at  an  early  date.  In  fact,  it  is  believed 
that  the  railway  issue  will  be  brought 
concretely  before  the  voters  in  this  new 
ordinance  shortly  after  the  election  on 

Nov.  8. 

♦ 

A  Good  Stroke  of  Salesmanship 

In  participating  in  the  Altoona  "prog- 
ress week"  celebration,  continuing  for 
an  entire  week,  the  Altoona  &  Logan 
Valley  Electric  Railway  featured  with 
a  display  that  traced  the  history  of  the 
railway  from  the  horse-drawn  days  to 
the  present  time. 

The  "progress  week"  program  was 
sponsored  by  the  Altoona  Chamber  of 
Commerce  and  citizens'  committee  to 
"sell  Altoona  to  Altoonans."  Residents 
of  the  community,  as  well  as  visitors, 
were  afforded  first-hand  information  on 
what  Altoona  is,  what  the  city  has  done 
and  what  the  city  industries  do.  More 
than  80  business  firms  participated,  in- 
cluding the  Pennsylvania  Railroad. 

The   Altoona   &   Logan   Valley   Elec- 


Progress  in  Altoona  reduced  to  the  simplest  terms 


The  protective  committee  named  by  the 
bondholders  is  understood  to  favor  drop- 
ping further  franchise  negotiations  and 
relying  upon  the  claim  of  a  perpetual 
franchise  put  forward  by  the  Guaranty 
Trust  Company  in  a  federal  court  suit 
brought  on  behalf  of  all  bondholders. 


Railway  Issue  to  Go  Before 
Toledo  Voters  Soon 

For  the  first  time  in  many  years  the 
railway  problem  in  Toledo  has  been  al- 
most completely  left  out  of  the  municipal 
campaign  as  an  election  issue.  Only  one 
candidate  has  said  much  about  the  mat- 
ter and  he  is  conceded  to  have  small 
chance  of  election. 

One  reason  for  this  is  probably  the 
fact  that  the  Street  Railway  Board  of 
Control  and  officials  of  the  Commu- 
nity Traction  Company  and  Henry  L. 
Doherty  &  Company  representatives 
have  agreed  on  a  basis  for  an  amend- 
ment to  the  Milner  ordinance  so  as  to 
provide  a  unified  bus  and  railway  service 
with  a  new  arrangement  as  to  capital 
structure,  with  powers  of  the  board  of 
control  changed  and  other  features  be- 
ing   worked    into   an    ordinance   which 


trie  Railway  u.sed  a  display  30  ft.  long, 
expert  painters  depicting  the  first  horse- 
drawn  car  of  July  4,  1882,  the  painting 
being  from  an  original  picture.  There 
is  still  with  the  company  one  survivor 
of  the  horse-drawn  days,  Frank  E. 
Gates,  retired  five  years  ago  with  a 
pension   from  the   management. 

The  first  trolley,  placed  in  opwation 
on  July  4,  1891,  was  shown.  The  center 
piece  showed  the  present-day  type  of 
improved  safety  car.  The  fact  was 
brought  out  that  the  horse-drawn  car 
of  1882  weighed  H  tons  and  cost,  with 
the  horse,  $490 ;  the  electric  car  of  1891 
weighed  5  tons,  while  the  present-day 
car  weighs  30  tons  and  cost  $20,000. 

The  company  mileage  was  given.  The 
first  car  traveled  a  route  of  3.25  miles. 
The  present  routes  cover  60  miles  for 
electric  cars  and  18  miles  for  buses. 
Company  expenditures,  passengers  car- 
ried and  capital  invested  were  shown. 
Rail  equipment  also  formed  a  part  of 
the  exhibit. 

The  display  by  the  electric  railway 
jiroved  to  be  one  of  the  most  popular 
during  the  progress  week  celebration. 
It  will  be  re-erected  in  the  company 
offices  as  a  permanent  exhibit. 


876 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.\9 


Parking  Matter  Up  Again 

Plans   discussed    for    six   weeks   no-parking 

experiment   in   downtown   Chicago,   as 

suggested  in  traffic  study 

PLANS  to  abolish  use  of  Chicago's 
downtown  streets  as  a  garage  are 
again  taking  shape  as  a  result  of  the 
charge  recently  made  by  Alderman  A.  J. 
Homan  that  the  City  Council  had  de- 
layed action  for  more  than  six  months 
on  the  recommendations  contained  in 
the  $50,000  traffic  survey  prepared  last 
year  by  Miller  McClintock  of  Harvard 
University  for  the  Chicago  Association 
of  Commerce. 

The  McClintock  report  provided, 
among  other  things,  for  the  abolition  of 
all  parking  in  the  "Loop"  district,  the 
establishment  of  a  uniform  code  of  traffic 
regulation  for  the  metropolitan  area, 
for  co-ordination  of  traffic  lights  and 
for  a  comprehensive  safety  program.  It 
also  advised  limitation  of  parking  in 
outlying  business  districts  to  30  min- 
utes and  the  prohibition  of  mid-block 
turns. 

Except  for  the  downtown  anti- 
parking  feature,  the  entire  report  was 
approved  last  December  by  a  sub- 
committee, headed  by  .Alderman  Honan 
and  was  referred  to  the  City  Council. 
A  "Greater  Chicago  Street  Traffic  Com- 
mission" was  to  have  carried  out  the 
recommendations,  but  no  meeting  of 
this  committee  has  ever  been  held. 

Within  the  past  few  weeks,  however, 
steps  have  been  taken  to  bring  about 
the  no-parking  ban  on  downtown  streets. 
An  ordinance  designed  for  that  purpose 
was  recommended  to  the  City  Council 
on  Oct.  12  by  the  sub-conunittee  on 
traffic  regulation  and  public  .safety.  It 
was  suggested  by  the  committee  that  the 
plan  be  put  into  effect  for  a  six  weeks 
trial  beginning  on  Nov.  15  and  if  suc- 
cessful should  be  permanently  adopted. 
The  ordinance  would  prohibit  all  park- 
ing in  this  area  between  the  hours  of 
7  a.m.  and  6 :30  p.m.  daily  except  Sun- 
day. A  six  weeks  experiment,  the  Alder- 
men 'pointed  out.  would  definitely  settle 
the  problem  involved. 

"Mr.  McClintock's  report  showed  that 
only  2  per  cent  of  the  people  entering 
the  Loop  park  cars  and  the  business 
men,  I  think,  are  for  accommodating  the 
greatest  number  who  use  other  convey- 
ances," declared  Alderman  T.  J.  Bowler, 
chairman  of  the  sub-committee.  During 
the  Eucharistic  Congress  last  summer, 
when  the  anti-parking  rule  was  in  force, 
he  added,  there  was  not  a  single  auto- 
mobile fatality. 

There  has  been  considerable  opposi- 
tion to  the  proposed  law,  but  Alderman 
Bowler  said  he  believed  none  would 
oppose  the  plan  as  an  experiment. 
Mayor  William  H.  Thompson  and  the 
traffic  division  of  the  police  department 
have  declared  that  the  question  should 
be  decided  by  downtown  business  men. 
The  police  department  maintains  that 
it  would  be  physically  impossible  to  do 
away  with  parking  altogether  and  that 
cab  stands  and  other  exceptions  would 
completely  counteract  such  benefits  as 
would  otherwise  be  realized. 


The  Traffic  Commission  also  proposes 
to  discuss  a  new  set  of  uniform  laws  for 
Chicago  which  will  conform  in  general 
outline  with  the  Hoover  Model  Traffic 
Code.  At  the  present  time  there  are 
nineteen  different  sets  of  regulations, 
one  set  made  by  the  city  and  the  others 
by  the  eighteen  park  boards. 


fare  was  changed  from  7  cents  cash  to 
8  cents  cash,  two  tokens  for  15  cents 
and  $1.25  pass. 


More  Weekly  Passes 

Use  of  the  unlimited-ride,  transferable 
weekly  pass  is  making  progress  in  east- 
ern Pennsylvania,  as  appears  from  the 
record  of  installations  on  properties 
associated  with  the  Electric  Bond  & 
Share  interests. 

The  first  installation  was  made  by  the 
East  Penn  Electric  Company  May  25, 
1925,  at  Pottsville,  when  a  $1.25  pass 
supplemented  the  existing  fares  of  10 
cents  cash  and  three  for  25  cents  token. 
A  $1.50  pass  was  also  added  on  subur- 
ban routes  charging  10  cents  per  zone. 
A  second  installation  was  made  at 
Williamsport  on  March  I,  1927.  when 
the  consolidation  and  rehabilitation  of 
the  local  lines  under  the  name  of  the 
Williamsport  Railways  was  accompa- 
nied by  a  change  from  5  cents  to  8 
cents  cash,  two  tokens  for  15  cents  and 
$1.25  pass. 

Another  installation  was  made  on 
June  27.  1927,  by  the  Conestoga  Trac- 
tion Company.  Lancaster,  when  a  scale 
of  6  cents  cash  and  100  tickets  for  $5.25 
was  ch.nnged  to  7  cents  cash,  four  tickets 
for  25  cents  and  $1.10  weekly  pass. 

The  fourth  and  fifth  installations  were 
made  Oct.  10,  1927,  on  the  Allentown- 
Bethlehem  city  lines  of  the  Lehigh  Val- 
ley Transit  Company  and  the  lines  of 
the  Easton  Transit  Company  and  the 
associated  Phillipsburg  Traction  Com- 
pany of  New  Jersey.    In  these  cases  the 


Five-Cent  Zone  Fare  Suggested 
for  Oakland 

A  basic  5 -cent  fare  for  the  local 
lines  of  the  Key  System  Traction 
Company,  Oakland,  Cal.,  with  estab- 
lishment' of  zones  was  urged  on  Nov.  2 
by  A.  G.  Mott,  chief  engineer  of  the 
California  Railroad  Commission,  at  a 
rate  hearing  in  Oakland.  This  recom- 
mendation was  submitted  to  Commis- 
sioner Clyde  L.  Seavey. 

Key  officials,  who  ask  an  early  de- 
cision in  the  rate  case,  are  opposed  to 
the  5-cent  proposal.  They  are  urging 
a  lO-cent  basic  transient  rate  with 
weekly  passes  to  regular  riders.  The 
lO-cent  proposal  was  submitted  as  an 
amendment  to  the  Mott  report.  The 
present  fare  is  7  cents.  It  is  claimed 
that  this  has  been  found  inadequate. 
Odd  coin  fares,  such  as  6,  7  and  8-cent 
rates,  are  condemned  as  bad  business 
in  the  Mott  report,  which  further  sug- 
gests "bargain"  fares  during  off-peak 
hours  to  encourage  patronage  and  offset 
private  automobile  competition.  The 
report  pointed  out  that  electric  railways 
prospered  on  the  5-cent  fare  before  the 
war  and  that  this  prosperity  has  waned 
since  establishment  of  6,  7  and  8-cent 
fares. 

Quality  of  service  must  be  improved, 
Mr.  Mott  pointed  out,  in  order  to  com- 
pete with  the  private  automobile.  Urg- 
ing economies  in  operation.  Mr.  Mott 
advocated  one-man  operation  of  cars 
with  fare  collectors  and  loaders  on  the 
ground  in  congested  areas.  A  yearly 
net  saving  of  $218,000  by  this  plan  was 
estimated. 


Carelessness  at  Crossings  Defined  by  the 
United  States  Supreme  Court 


IN  A  short  but  sweeping  decision 
rendered  on  Oct.  31,  the  United 
States  Supreme  Court  laid  down  a 
"standard  of  conduct"  for  persons 
driving  upon  railroad  tracks  at  grade 
crossings  which  apparently  puts  re- 
sponsibility for  accidents  upon  them 
unless  they  have  left  the  vehicle  and 
looked  down  the  track. 

Dora  Goodman,  administratrix  of 
the  estate  of  Nathan  Goodman,  sued 
the  Baltimore  &  Ohio  Railroad  for 
the  death  of  Goodman  at  a  grade 
crossing  near  Whitfield,  Ohio.  She 
recovered  damages  in  the  lower  court 
and  they  were  affirmed  by  the  Circuit 
Court  of  Appeals.  In  a  decision  read 
by  Justice  Holmes,  the  Supreme 
Court  reversed  this  finding  and  found 
for  the  railroad,  which  contended 
Goodman's  death  was  due  to  his  own 
negligence. 

The  trial  testimony  showed  that 
Goodman,  who  was  driving  a  truck, 
was   familiar   with   the  crossing   and 


slowed  down  to  a  speed  of  6  to  8 
ni.p.h.  when  he  approached  it.  It 
was  brought  out  that  view  of  the 
track  was  cut  off  by  a  section  house 
243  ft.  from  the  crossing  and  that 
Goodman  was  within  20  ft.  of  the 
crossing  before  he  could  have  seen 
the  train  which  caused  his  death. 

In  reversing  the  lower  courts,  the 
opinion  of   Justice   Holmes    says   in 

part : 

When  a  man  goes  upon  a  railroad 
track  he  knows  that  he  goes  to  a  place 
where  he  will  be  killed  if  a  train  comes 
upon  him  before  he  is  clear  of  the  track. 
He  knows  that  he  must  stop  for  the 
train,  not  the  train  stop  for  him.  In 
such  circumstances  it  seems  to  us  that 
if  a  driver  cannot  be  >:ure  otherwise 
whether  a  train  is  dangerously  near  he 
must  stop  and  get  out  of  his  vehicle, 
although  obviously  he  will  not  often  be 
required  to  do  more  than  to  stop  and 
look.  It  seems  to  us  that  if  he  relies 
upon  not  hearing  the  train  or  any  signal 
and  takes  no  further  precautions  he  does 
so  at  his  own  risk. 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


877 


Ordinance  for  Philadelphia  Line 
Rushed  in  Council 

An  important  ordinance  was  advanced 
by  the  City  Council  of  Philadelphia,  Pa., 
from  second  to  third  reading  on  suspen- 
sion of  the  rule  on  Oct.  27,  providing 
for  a  single  track  railway  on  Hunting 
Park  Avenue  as  part  of  the  Erie  Avenue 
route  of  the  Philadelphia  Rapid  Transit 
Company,  to  be  completed  on  Dec.  1.  It 
was  pushed  forward  at  the  suggestion 
of  Charles  B.  Hall,  president  of  Council, 
to  meet  a  call  for  transportation  in  the 
section.  The  proposed  line  will  form  a 
link  between  the  Frankford  elevated  and 
Broad  Street  subway.  Operation  of  this 
,  route  by  the  Philadelphia  Rapid  Transit 
Company  will  be  governed  by  the  terms 
of  the  1907  agreement  with  the  city, 
which  runs  until  July  I,  1957. 


The  compromise  recently  effected 
settles  the  matters  between  the  com- 
pany and  the  city  which  developed 
after  the  application  of  the  former  re- 
vised tariff. 


Record  Shipment  Made  by  Union 
Traction  of  Indiana 

Shipment  of  a  carload  of  motors  be- 
tween Anderson,  Ind.,  and  Flint,  Mich., 
recently  illustrated  the  consideration 
that  is  being  shown  to  patrons  by  the 
public  carriers.  The  motors  were 
shipped  from  the  plant  of  the  Delco- 
Remy  Corporation  at  Anderson  on  a 
rush  order  to  the  Buick  Motor  Company 
at  Flint.  A  representative  of  the  Remy 
company  called  the  Union  Traction 
Company  of  Indiana  at  1 1  a.m.  on  Sept. 
28  and  asked  what  was  the  best  time 
possible  on  the  shipment.  A  car  was 
set  at  2  p.m.,  left  Anderson  4:37  p.m.. 
Central  Standard  time,  and  was  set  for 
unloading  at  Flint  at  7  a.m.  Eastern 
Standard  time  the  next  morning. 


Kansas  City  Employees  Celebrate 
Reorganization  Anniversary 

Employees  of  the  Kansas  City  Public 
Service  Company,  Kansas  City,  Mo., 
observed  the  first  anniversary  of  the  re- 
organization of  the  railway  by  a  dinner 
and  entertainment  Oct.  18  at  the  Hotel 
Baltimore.  The  celebration,  for  the 
return  of  the  management  to  private 
hands  after  a  long  period  in  receiver- 
ship, was  given  under  the  auspices  of 
the  representation  plan  committeemen, 
the  Employees'  Brotherhood  trustees 
and  the  directors  of  the  employees'  bene- 
fit unit.  F.  G.  Buffe,  vice-president  in 
charge  of  operation ;  H.  E.  Green,  pres- 
ident of  the  Employees'  Brotherhood, 
and  others  made  speeches. 


Mail  Box  Attached  to  Cars 
in  Miami  Beach 

The  idea  of  installing  mail  boxes  on 
street  cars  has  been  revived  by  the 
Miami  Beach  Electric  Railway,  Miami 
Beach,  Fla.  It  is  understood  that  the 
railway  mail  collection  for  the  benefit 
of  Miami  Beach  was  put  in  force  at 
the  suggestion  of  Postmaster  Pittman. 


Fare  Compromise  in  San  Antonio 

The  San  Antonio  Public  Service 
Company,  San  Antonio,  Tex.,  has  ef- 
fected a_  compromise  with  the  city 
authorities  in  the  matter  of  fare  in- 
crease. Under  the  terms  of  the  settle- 
ment, cash  fares  remain  as  announced 
under  the  recent  increase,  but  the 
weekly  tickets  were  reduced  in  price 
from  30  cents  to  25  cents.  Bus  fares 
within  the  city  limits  were  placed  on  a 
parity  with  railway  fares,  and  outside 
the  city  limits  the  fare  on  either  car  or 
bus  is  to  be  2  cents  higher  than  within 
the  city.  The  new  rates  also  authorize 
the  sale  of  coupon  books  good  for  30 
days,  giving  children  under  seventeen 
years  of  age  40  rides  for  $1.20  or 
twenty  rides  for  80  cents. 

Several  weeks  ago  the  company  an- 
nounced an  increase,  which  made  the 
cash  fare  10  cents  on  all  car  Hnes, 
against  a  former  6-cent  fare.  Pro- 
vision was  made  for  the  sale  of  three 
metal  tokens  for  25  cents  and  for  the 
sale  at  30  cents  each  of  tickets  that 
enabled  the  holder  to  ride  for  a  period 
of  one  week  as  often  as  he  wished  at 
the  fare  of  5  cents  for  each  ride.  Fare 
for  children  was  raised  from  3  cents  to 
5  cents  straight.  Bus  fares  remained 
unchanged,  as  they  were  already  at  10 
cents. 


G.  M.  Dahl  Vindicates  Himself 
in  B.-M.  T.  Affairs 

Gerhard  M.  Dahl,  chairman  of  the 
Brooklyn-Manhattan  Transit  Company, 
has  filed  an  aflSdavit  in  the  Supreme 
Court  of  New  York  County  giving  an- 
swers to  certain  questions  put  to  him  by 
Samuel  Untermyer  in  the  transit  hear- 
ing last  June.  At  that  time  Mr.  Dahl 
refused  to  answer  the  questions.  In  his 
affidavit  Mr.  Dahl  says  that  in  the 
90  days  prior  to  June  8  the  Brooklyn- 
Manhattan  Transit  Company  sold  5,000 
shares  of  Interborough  stock  and  bought 
2,000  shares.  The  greatest  number  of 
Interborough  shares  held  by  the  Brook- 
lyn-Manhattan Transit  was  22,650  and 
the  number  held  on  June  8  was  19,650. 
The  court  did  not  require  Mr.  Dahl  to 
go  into  all  the  details  Mr.  Untermyer 
sought  when  he  first  put  his  questions. 


Limited  De  Luxe  Service  Between 
Dallas  and  Waco 

The  Texas  Electric  Railway  Dallas, 
Tex.,  has  started  a  new  de  luxe  pas- 
senger service  on  its  line  between  Dal- 
las and  Waco.  New  and  improved  cars, 
known  as  the  Blue  Bonnet,  operate  as 
limited  cars.  Externally  the  cars  are 
painted  a  brilliant  blue  and  their  name 
is  derived  from  the  Texas  flower,  the 
blue  bonnet.  The  seats  are  upholstered 
in  gray  leather.  They  have  double  air 
cushions.  The  roadbed  has  been  rebal- 
lasted  and  otherwise  improved  in  prepa- 
ration for  this  new  fast  service. 

Mike  Fewell,  general  passenger  agent, 
announced  that  service  will  be  expanded 
when  additional  cars  can  be  provided. 


Houston  Fights   Over  Rate 
Differences 

A  fight  has  been  under  way  in  Hous- 
ton, Tex.,  between  the  city  and  the 
Houston  Electric  Company  for  a  cut  in 
fares  charged  residents  of  Park  Place, 
a  suburb  outside  the  city  limits  of 
Houston  on  the  Galveston-Houston 
Electric  Railway.  That  interurban  line 
has  been  giving  the  residents  of  Park 
Place  service  at  an  18-cent  fare.  The 
regular  cash  fare  in  Houston  is  10 
cents  and  residents  of  Park  Place  want 
that  rate  to  apply  to  their  district. 

Public  Service  Commissioner  C.  J. 
Kirk  has  asked  the  company  to  grant 
a  10-cent  fare  to  Park  Place  with  trans- 
fer privilege,  as  on  all  city  lines.  Jeff  L. 
Alexander,  general  manager  of  the 
Houston  Electric  Company,  has  coun- 
tered with  an  offer  of  a  compromise,  in 
the  reduction  of  fares  from  18  cents  to 
15  cents  with  ten  tokens  for  $1.  The 
city  attorney  has  held  that  under  the  city 
ordinance  requiring  the  traction  com- 
pany to  charge  the  same  fares  to  all 
parts  of  the  city,  the  Houston  Electric 
Company  can  be  compelled  to  build  a 
hue  to  Park  Place  and  institute  regular 
service  on  a  basis  of  the  same  fares 
charged  on  the  city  lines. 


Switch  Tender  Blamed  for 

Dade  Park  Accident 

Ottis  Lloyd,  switch  tender  for  the 
Evansville  &  Ohio  Valley  Railway, 
Evansville,  Ind.,  has  been  held  respon- 
sible in  the  report  of  the  safety  bureau 
of  the  Interstate  Commerce  Commission 
for  the  accident  on  Sept.  7  in  which  a 
car  of  the  railway  coming  from  the 
Dade  Park  race-track,  near  the  city, 
plunged  through  an  open  switch,  killing 
four  and  injuring  more  than  SO  people. 


"Big  Parade"  Interests  Atlantans 

A  "progress  parade"  of  street  cars 
staged  by  the  Georgia  Power  Company 
on  Sept.  27  ushered  in  the  new  "sport 
model"  equipment  which  is  being  de- 
livered in  Atlanta.  It  also  marked  the 
passing  of  the  old  type  car  from 
the  streets  of  that  city.  "Old  Timer," 
the  last  of  the  single-truck  street  cars 
in  service  on  Atlanta  streets,  carried  the 
Georgia  Power  Company's  band  at  the 
head  of  the  procession.  In  the  line  of 
March  was  one  of  the  40  new  cars  pur- 
chased in  1922  and  1923,  one  of  the 
twenty  cars  purchased  in  1925,  one  of 
the  100  new  cars  purchased  in  1926  fol- 
lowed by  a  new  interurban.  A  double- 
deck  coach  purchased  in  1925  to  supple- 
ment street  car  service  was  next  in  the 
procession,  followed  by  one  of  the 
single-deck  coaches.  Car  No.  860.  the 
first  of  the  40  new  "sport  models"  re- 


878 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.l9 


ceived  in  Atlanta,  was  next  in  line.  It 
was  followed  by  another  car  bearing  a 
banner  which  said  that  243  new  cars 
had  been  purchased  since  1921. 


Express  Service  Under  Considera- 
tion in  Houston 

The  Houston  Electric  Company, 
Houston,  Tex.,  under  Stone  &  Webster 
ownership,  is  planning  to  establish  ex- 
press car  service  to  West  End  and 
Houston  Heights.  It  is  said  that  the 
demand  for  express  service  to  these 
outlying  thickly  populated  districts  of 
the  city  of  Houston  has  become  so  in- 
sistent that  it  can  no  longer  be  ignored. 
A  survey  is  under  way  to  determine  the 
amount  of  patronage  that  is  likely  to 
follow    the    installation    of    service    of 

this  kind. 

♦ 

All  Set  for  Turkeys 
and  Hams  in  Jacksonville 

A  safety  contest  closed  in  Jackson- 
ville, Fla.,  early  in  September,  indicat- 
ing a  new  high  mark  for  careful  opera- 
tion of  cars  by  the  trainmen  in  the 
employ  of  the  Jacksonville  Traction 
Company. 

Records  for  the  three  months  showed 
153  operators  out  of  nearly  220  who  par- 
ticipated in  the  contest  operated  without 
a  single  chargeable  accident,  while  37 
operators  were  held  responsible  for  one 
accident  each  and  nine  for  two  each. 
Cash  prizes  totaling  $1,142  were 
awarded  the  winners  by  the  manage- 
ment. 

Compensation  in  the  next  safety 
record  will  be  by  a  turkey  for  the  oper- 
ator and  a  large  ham  for  the  winning 
conductor.  This  will  mean  a  turkey  for 
Christmas,  as  the  period  which  began 
on  Sept.  10  terminates  on  Dec.  18. 


Toronto  to  Venerate 
Armistice  Day 

An  outline  of  a  suggested  Memorial 
Service  to  be  held  on  Armistice  Day, 
Nov.  11,  by  the  Toronto  Transportation 
Commission,  Toronto,  Canada,  has  been 
despatched  to  every  member  of  the  or- 
ganization. The  plan  is  to  have  the 
veterans  meet  in  front  of  the  Parliament 
Buildings  at  2  p.m.  and  march  down 
University  Avenue,  place  a  wreath  on 
the  South  African  Memorial  Monument, 
and  then  proceed  to  the  Cenotaph,  the 
monument  to  the  fallen. 

There  will  be  no  flag  waving,  no 
military  uniforms  at  the  exercises,  but 
.all  united  in  one  bond  of  veneration 
for  the  Toronto  Transportation  family, 
half  of  which  served  in  arms  the  same 
•cause  with  those  whom  the  Cenotaph 
commemorates.  The  Toronto  Concert 
Band  will  play  from  the  steps  in  front 
■of  the  City  Hall  when  the  marching 
veterans  arrive.  Hymns  will  be  sung 
to  the  accompaniment  of  the  band  and 
short  prayers  will  be  recited.  All  friends 
:and  relatives  of  the  Toronto  Transpor- 
tation employees  are  welcomed  at  the 
iservice. 


Philadelphia  Employees  Eager  to 
Absorb  Information 

More  than  2,300  employees  of  the 
Philadelphia  Rapid  Transit  Company, 
Philadelphia,  Pa.,  are  already  enrolled 
ill  the  various  training  and  instruction 
courses  provided  by  the  company.  The 
fall  term  of  practical  instruction  opened 
during  the  week  of  Oct.  24,  but  appli- 
cations for  enrollment  continue  to  pour 
into  the  training  and  educational  divi- 
sion. 

Courses  are  offered  to  employees  on 
subjects  which  are  directly  applicable 
to  their  own  jobs.  Classroom  groups 
will  study  stores  methods,  the  gas-elec- 
tric bus,  blueprint  reading,  mathe- 
matics, fundamentals  of  electricity  and 


The  employees  enrolled  show  astound- 
ing eagerness  to  absorb  information 
which  will  broaden  their  viewpoint  of 
their  work  and  increase  their  efficiency. 


Fare  Hearing  Resumed  in 
Baltimore 

Hearing  of  the  application  filed  by  the 
United  Railways  &  Electric  Company, 
Baltimore,  asking  for  authority  to 
charge  a  10-cent  fare  was  opened  before 
the  Public  Service  Commission  on  Oct. 
27.  The  hearing  is  expected  to  continue 
for  three  or  four  weeks.  The  opening 
day  was  devoted  to  statements  by  cotm- 
sel,  the  first  being  made  by  Charles 
Markell,      counsel      for      the      United. 


Irresistible  educational  cartoon  of  Philadelphia  Rapid  Transit 


public  speaking.  There  is  also  to  be  a 
series  of  supervisory  discussion  groups, 
attendance  at  which  will  be  limited  to 
employees  of  supervisory  rank,  such  as 
foremen,  supervisors  and  sub-foremen. 
These  groups  will  discuss  the  actual 
supervisory  problems  arising  in  the 
transportation,  way,  electrical  and  gen- 
eral office  departments. 

For  those  whose  daily  duties  prohibit 
attendance  at  the  evening  classes,  and 
for  those  who  wish  to  retain  the  text 
material  in  printed  form,  a  few  sub- 
jects are  offered  in  correspondence 
form.  These  courses  include  public  re- 
lations, handling  men,  the  electric  rail- 
way industry  and  the  ABC  of  the 
electric  car.  Any  employee  of  the  com- 
pany may  enroll  for  one  of  the  cor- 
respondence courses  at  any  time. 

Classes  are  held  in  the  evenings 
from  7 :30  until  9 :30  p.m.  in  the  Mitten 
Building.  Students  are  required  to  at- 
tend at  least  70  per  cent  of  the  classes 
in  order  to  obtain  the  engraved  certifi- 
cate signed  by  Dr.  A.  A.  Mitten  which 
signifies  the  successful  completion  of 
the  course.  Those  enrolled  in  the  cor- 
respondence courses  must  complete  all 
of  the  lessons  of  the  particular  course 
to  obtain  this  certificate. 

Although  the  work  of  the  training 
and  educational  division  is  in  its  in- 
fancy, its  growth  has  been  most  rapid. 


Thomas  J.  Tingley,  people's  counsel, 
spoke  in  opposition  to  the  increase,  as 
did  Linwood  L.  Qark,  representing  the 
People's  Corporation,  which  also  is  op- 
posing the  application  by  the  company 
seeking  an  increase. 

Charles  D.  Emmons,  president  of  the 
United,  was  the  first  witness  called.  He 
said  the  rate  of  return  in  1920  on  the 
valuation  of  the  company's  property  as 
fixed  by  the  commission  was  5.43  per 
cent.  In  1921  it  was  4.85;  in  1922, 
5.19;  in  1923,  5.32;  in  1924,  5.32;  in 
1925,  5.48 ;  and  in  1926,  5.52. 

Recently  the  commission  refused  to 
grant  the  United  a  temporary  emer- 
gency increase  pending  action  on  the 
application  for  a  permanent  10-cent 
fare.  The  present  fare  is  8  cents  straight 
or  two  tokens  for  15  cents. 


Railway  Extolled  for  Courteous 
Acts. — An  interesting  missive  was  re- 
ceived at  the  offices  of  the  Portland 
Electric  Power  Company,  Portland, 
Ore.,  signed  by  45  members  of  the  Ore- 
gon Employment  Institution  for  the 
Blind,  expressing  their  appreciation  to 
the  railway  for  the  thoughtful  treatment 
extended  by  the  motormen  and  con- 
ductors, especially  on  the  Montavilla- 
Hoyt  and  Montavilla- Stark  cars  patron- 
ized by  the  members  of  the  institution. 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


879 


1 


Recent  Bus  Developments 


-fV^^ 


Seattle  Terminal  Opened  Amid 
Great  Fanfare 

With  speeches,  music,  luncheon  and 
a  parade,  the  new  $200,000  terminal  of 
the  Pacific  Northwest  Traction  Com- 
pany in  Seattle,  Wash.,  was  dedicated 
recently.  It  was  opened  as  the  central 
station  for  transportation  lines,  traction 
and  motor,  reaching  all  of  the  important 
centers  of  the  Pacific  Northwest  and 
British  Columbia.  During  the  afternoon 
the  building  was  open  for  public  in- 
spection. 

A.  W.  Leonard,  president  of  the  Puget 
Sound  Power  &  Light  Company  and 
al.so  of  the  Pacific  Northwest  Traction 
Company,  accepted  the  structure  from 
the  Stone  &  Webster  Engineering  Cor- 
poration, builder,  and  represented  by 
W.  D.  Shannon,  chief  engineer.  Mayor 
Bertha  K.  Landes,  on  behalf  of  the  city, 
and  C.  Rea  Moore,  Olympia,  supervisor 
of  public  utilities,  on  behalf  of  the  state, 
congratulated  the  company  and  the  pub- 
lic on  the  new  transportation  service  the 
terminal  afforded. 

After  the  ceremonies,  Mr.  Leonard  as- 
sisted Mayor  Landes  into  an  Everett 
interurban  coach,  and  with  Mr.  Leonard 
at  the  controller  and  the  Mayor  at  the 
bell  rope  they  drove  the  first  car  from 
the  new  terminal. 

The  structure,  which  has  an  exterior 
of  brick  and  cast  stone,  with  a  varie- 
gated roof,  occupies  a  half  block  of  land 
on  Stewart  Street.  An  arcade  goes  the 
entire  length  of  the  building  from  east 
to  west,  and  at  the  west  end  of  the 
building  are  shops,  a  restaurant  and 
bootblack  stand,  commodious  waiting 
rooms,  together  with  ticket  offices,  i- 
formation  desk,  public  telephone  booths 
and  news-stands.  In  the  northeast  cor- 
ner of  the  property  a  large  space  is 
reserved  for  emergency  repairs  to  the 
stages  that  make  the  building  the  Seattle 
terminal.  The  interurban  cars  will  en- 
ter the  property  from  Ninth  Avenue, 
load  and  discharge  their  passengers  un- 


der a  steel  train  shed  and  then  continue 
through  the  property  to  Eighth  Avenue 
and  thence  to  Stewart  Street.  The  east 
end  of  the  building  houses  a  baggage  and 
express  room  and  parcel  checking  stand. 
The  entire  structure  is  of  mill  construc- 
tion, with  firewalls  of  masonry  and  fire- 
proof stair  wells.  Large  marquees  on 
Stewart  Street  and  Eighth  Avenue  pro- 


Stages,  Ltd.,  Puget  Sound  Motor  Coach 
Company,  Seattle  Motor  Coach  Com- 
pany, Shield  Transportation  Company, 
Pacific  Northeast  Traction  Company, 
Wolverton  Auto  Bus  Company  and 
Yost  Auto  Company. 


Bus  Successor  to  Railway 
in  Huntington 

A  certificate  to  the  Huntington  Coach 
Corporation,  Huntington,  L.  I.,  to  oper- 
ate a  bus  line  between  Halesite  and 
Huntington  station  was  granted  by  the 
Public  Service  Commission  on  Oct.  27. 
This  company  will  provide  transporta- 
tion facilities  in  territory  now  served 
by  the  Huntington  Traction  Company, 
which,  it  is  stated,  is  going  out  of  busi- 
ness. The  bus  corporation  will  be 
owned  and  managed  by  the  present 
owners  of  the  railway. 


Bus  Service  Between  Dallas  and 
Love  Field 

The  Dallas  Railway  &  Terminal  Com- 
pany, Dallas,  Tex.,  has  established  bus 
service  between  Dallas  and  Love  Field, 
the  city  airport  for  Dallas.  During  the 
hours  of  light  traffic  two  buses  are  kept 
in  operation,  maintaining  a  30-minute 
schedule.  During  rush  hours  a  third 
bus  is  put  in  operation  and  a  twenty- 
minute  schedule  is  maintained.  A  10- 
cent  fare  is  charged. 


Bertha  K.  Landes,  Mayor  of  Seattle,  Wash., 
acting  as  conductor  and  President  Leon- 
ard of  the  Puget  Sound  Power  &  Light 
Company  acting  as  motorman  of  the 
first  interurban  car  to  leave  Seattle's 
new  car  and  coach  terminal 


vide  suitable  loading  spaces  for  both 
trains  and  stages.  It  is  planned  to  dec- 
orate the  grounds  about  the  buildings 
with  lawns,  flowers  and  vines. 

Among  the  companies  which  have 
already  leased  quarters  in  the  terminal 
are :  Des  Moines  Auto  Company,  Hal- 
ler  Lake  Transportation  Company,  In- 
dex Stages,  Inc.,  North  Coast  Lines, 
Portland- Seattle  Stage  Company,  Pacific 


Bus  Succeeds  Rail  Line  in 

Massachusetts 

The  Shelburne  Falls  &  Collrain 
Street  Railway,  Shelburne  Falls,  Mass., 
ceased  operation  Oct.  29.  This  action 
followed  the  transfer  by  the  Griswold- 
ville  Manufacturing  Company's  mill  of 
its  freight  to  its  own  bus  service.  The 
road  has  been  in  operation  since  1896. 
It  was  7  miles  long.  An  independent 
bus  line  has  succeeded  to  the  business. 


Service  Started  in  High  Point 

The  North  Carolina  Public  Service 
Company  started  bus  service  in  the 
city  of  High  Point,  N.  C,  on  Oct.  9, 
with  five  new  six-cylinder  street  car 
type  Dodge  buses.  Bus  service  at  High 
Point  was  formerly  furnished  by  Ches- 
ter Hawkins.  The  Hawkins  lines  with- 
drew from  the  city  at  the  close  of 
business  on  Oct.  8.  J.  H.  Jennings  is 
manager  of  the  High  Point  branch. 


Interurban  and  stage  terminal  of  Pacific  Northwest  Traction  Company  at  Seattle,  Wash,, 
just  completed  at  a  cost  of  ^200,000 


Cleveland  Park  Line  in  Operation 

A  new  coach  line  service,  operated  by 
the  Capital  Traction  Company,  Wash- 
ington, D.  C,  between  Cleveland  Park 
and  downtown  Washington,  was 
started  on  Nov.  1  under  a  twenty-min- 
ute headway.  The  fare  is  25  cents  with 
no  standing  passengers.  Transfer  priv- 
ileges are  permitted.  Under  the  com- 
mission's order  this  service  is  to  be 
operated  for  a  trial  period  of  six 
months. 


880 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No. 19 


1      Financial  and  Corporate 


Bridge  Line  Offers  to  Sell 

The  Manhattan  Bridge  Three-Cent 
Line  has  offered  to  sell  its  equipment 
and  surrender  its  franchise  to  the  city 
of  New  York.  The  acceptance  by  the 
city  has  been  recommended  by  Borough 
President  James  J.  Byrne  of  Brooklyn. 
The  price  asked  by  the  company  is 
$184,000  with  $25,000  for  salvage  rights 
for  equipment.  If  the  offer  is  accepted, 
it  is  proposed  to  use  the  space  now  occu- 
pied by  the  tracks  for  an  additional  ve- 
hicular roadway.  Albert  Goldman,  Com- 
missioner of  Plant  and  Structures,  has 
estimated  that  it  would  cost  the  city 
$9,000,000  to  construct  another  roadway 
on  Manhattan  Bridge.  Elimination  of 
the  surface  line  would  permit  alteration 
of  the  track  space  for  use  as  a  roadway 
at  an  estimated  cost  of  about  $600,000. 

Mr.   Byrne  expressed  the  belief  that 


Bond  Application  Renewed  by 
Brooklyn  Company 

It  is  understood  that  the  application 
of  the  New  York  Rapid  Transit  Com- 
pany, operating  subsidiary  of  the  Brook- 
lyn-Manhattan Transit  Corporation,  for 
the  right  to  issue  $17,000,000  in  6  per 


that  the  company  was  insolvent  and 
that  it  had  not  paid  insurance  pre- 
miums of  $111  due.  Mr.  Carson  was  cent  refunding  mortgage  bonds  for  the 
authorized  to  continue  operation  of  the  purchase  of  new  equipment  will  be 
company  under  the  direction  of  the  granted  by  the  Transit  Commission, 
court.  The  receivership  was  forced  Commissioner  Charles  C.  Lockwood  held 
upon  the  company,  it  is  understood,  a  hearing  on  the  application  on  Oct.  28. 
through  low  earnings  over  a  period  of  The  company  first  proposed  to  sell  an 
years,  due  to  the  inroads  into  its  busi-  issue  of  $20,000,000  of  5  per  cent  bonds 
ness  by  the  automobile  and  because  of  to  the  B.-M.  T.  for  $16,000,000.  This 
claims  filed  and  damage  suits  pending  application  by  the  company  was  rejected 
and  contemplated.  by  the  commission. 


Larger  Net  for  Third  Avenue  Railway 

Amount  increased  by  more  than  ^225,000.     Very  interesting 

review  of  affairs  of  company  for  year  ended 

June  30,  1927,  by  President  Huff 

buses "could'ysubstTtu^ed'satisfk'c'tonTv     fTP^^,*^?  *^*'^^'  >'^^''  «"^^d  J""f  1°'    ^^^''^    "^    "^«    company   the    president 
f„_    *u„    „.._f„„^    „.,^.    ^«     A/To^Uoff.,;,     -■-    1927,  the  operatmg  revenue  of  the    says: 


for  the  surface  cars  en  Manhattan 
Bridge.  The  railway  is  operated  at  a 
3-cent  fare  over  the  Manhattan  Bridge 
from  the  junction  of  Flatbush  Avenue 
and  Fulton  Street,  Brooklyn,  into  the 
Borough  of  Manhattan  to  the  terminus 
of  the  bridge  there.  The  total  length  of 
the  route  is  about  li  miles. 


operatmg  revenue  ot  the  says 
Third  Avenue  Railway  System,  New  For  several  years  the  matter  of  threat- 
York,  was  $15,332,549,  an  increase  of  ened  bus  competition  has  loomed  large  on 
$665,551,  or  4.54  per  cent,  compared  the  horizon  of  these  companies  and  created 
with  the  fiscal  year  ended  June  30,  1926.  some  uncertainty  as  to  their  future  growth. 


Name  for  Successor  Company  to 

Boston  &  Worcester  Approved 

The  Massachusetts  Department  of 
Public  Utilities  has  approved  the  corpo- 
rate name  of  the  Boston,  Worcester  & 
New  York  Street  Railway,  on  the  peti- 
tion of  Henry  B.  Rising,  purchaser  of 
the  Boston  &  Worcester  Street  Railway. 
The  new  company  is  now  in  process  of 
organization  for  the  purpose  of  operat- 
ing the  Boston  &  Worcester  Street  Rail- 
way, recently  sold  to  the  petitioner  at 
receivers'  sale  by  order  of  the  court. 
Opposition  by  the  bondholders  to  the 
proposed  issuance  of  bonds  totaling  more 
than  $1,000,000  and  preferred  and  com- 
mon stock  of  more  than  $1,250,000  by 
the  new  company  has  been  registered 
Ijefore  the  department. 


Operating  expenses  were  $11,494,147, 
an  increase  of  $391,627,  or  3.53  per  cent. 
The  year  was  an  eventful  one  for  the 
companies  in  the  system.  A  strike  on 
the  lines  of  the  Interborough  Rapid 
Transit  Company  on  July  6,  1926,  re- 
sulted in  the  diversion  of  a  substantial 
amount  of  traffic  from  the  subway  and 
elevated  lines  of  that  company  to  the 
Third  Avenue  lines,  with  an  abnormal 
showing  in  receipts,  and  to  some  extent 
an  abnormal  showing  in  net  earnings. 
In  April,  1927,  there  was  a  general 
increase  of  5  per  cent  in  wages  on  trans- 


In  Westchester  County  generally  they 
were  threatened  with  competition  from  a 
bus  system  centering  in  the  county  seat,  that 
would  seriously  interfere  with  the  future 
growth  and  development  of  the  electric 
nines  of  the  system  operating  in  that 
count}'.  The  Third  Avenue  Railway  has 
for  a  great  many  years  carried  the  deficits 
from  operation  of  these  Westchester  lines 
with  the  hope  that  they  would,  by  their 
natural  growth,  ultimately  provide  the 
means  for  substantial  increase  in  earnings. 
To  have  them  throttled  now  by  bus  com- 
petition would  mean  not  only  to  cut  off 
this  prospect  of  future  growth  and  in- 
creased earnings,  but  would  mean  the  loss 


portation  lines  in  New  York  City.   This    of  the  advances  that  have   been   made   to 
increase  is  reflected  in  the  operating  ex-    them  during  the  past  years 


In  the  city  of  Yonkers  the  situation  was 
even  more  acute.  The  city  authorities 
granted  bus  franchises  to  a  competing  com- 
pany, by  which  they  authorized  the  opera- 
tion of  buses  in  direct  competition  with 
practically  all  of  our  electric  car  lines  in 
that  city. 

In  the  Bronx  a  situation  very  similar 
to  that  in  Westchester  County  had  devel- 
oped, except  that  the  Bronx  was  vastly 
more  important,  because  of  the  extent  and 
importance  of  the  car  lines  being  operated 
in  that  borough.  There  are  three  electric 
railways  operating  in  the  Bronx,  all  com- 
ponent parts  of  the  Third  Avenue  Railway 
System — Union  Railway  of  New  York, 
New  York  City  Interborough  Railway 
and  the  Southern  Boulevard  Railroad. 
These  three  companies  have  been  operated 
with  a  universal  5-cent  fare  and  a  uni- 
versal free  transfer  throughout  the  entire 
territory  of  the  Bronx.  The  Bronx  is  the 
Q.     Lockyear     of     the     Vanderburgh     mg  the  previous  year.  only  borough  in  the  Greater  City  that  has 

County    Probate    Court.      He    immedi-         Mr.  Huff  says  the  extraordinary  ex-    a  universal  5-cent  fare  and  free  universal 
ately  posted  a  $5,000  bond  required  by     penditures  necessary  and  the  increase  in    transfers    throughout    its    entire    territory 


Receivership   in   Evansville 

William  A.  Carson,  vice-president  of 
the  Evansville  &  Ohio  Valley  Railway, 
operating  from  Evansville  to  Mount 
Vernon,    Ind.,    Grandview,    Ind.,    and 


penses  of  the  Third  Avenue  system  for 
the  last  few  months  of  the  year. 

During  the  year  it  was  necessary  to 
pay  paving  bills  of  previous  years  that 
had  been  in  litigation.  These  amounted 
to  about  $300,000.  It  also  became  neces- 
sary to  expend  about  $350,000  on  ac- 
count of  capital,  with  the  result  that  the 
actual  cash  surplus  of  the  companies  of 
the  system  was  approximately  the  same 
as  the  year  previous;  that  is.  about  $1,- 
500,000.  This  was  felt  to  be  none  too 
large  for  the  needs  of  the  railway  com- 
panies of  the  system.  S.  W.  Huff,  presi- 
dent of  the  company,  says  that  under 
the  circumstances  the  directors  felt  they 
were  not  justified  in  increasing  the  2^ 
per  cent  interest  which  had  been  paid 


Henderson,  Ky.,  has  been  appointed  re 

ceiver  for  the  company  by  Judge  Elmer     on  the  5  per  cent  adjustment  bonds  dur-    territory  of  VheB 


the  court.  G.  R.  Millican,  manager  of 
the  company,  will  continue  in  that 
capacity  for  the  receiver. 

Friendly  receivership  proceedings 
were  brought  against  the  company  by 
Greene  &  Greene,  an  insurance  com- 
pany, in  a  suit  in  which  it  was  charged 


wages  prevented  the  financial  showing, 
and  particularly  the  accumulation  of 
cash,  that  had  been  anticipated,  but  that 
the  year  was  an  eventful  one  in  clearing 
up  some  of  the  uncertainty  that  has  sur- 
rounded the  of)eration  of  the  companies 
of   the    svstem.      In   his    review   of    the 


This  has  greatly  stimulated  street  car 
travel,  and  this  travel  in  the  Bronx  has 
shown  greater  increases  than  in  any  other 
borough. 

There  were  populous  sections  in  the 
Bronx  requiring  public  transportation.  The 
Third  -Avenue  Railway,  under  the  terms  of 
the   adjustment   mortgage,   was   unable   to 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


881 


extend  its  lines  into  this  territory.  Bus 
lines,  operated  without  legal  authority,  have 
sprung  up  to  meet  this  need,  until  between 
$2,500  and  $3,000  a  day  is  being  collected 
by  these  individual  independent  and  illegal 
operators. 

Bus  Situation  Reviewed 

The  city  of  New  York  mapped  out  a  plan 
of  bus  operation  which  would  include  routes 
covered  by  the  bus  lines  already  in  opera- 
tion and  others  that  were  necessary  or 
desirable.  A  well-organized  bus  operation 
in  this  territory  might  well  prove  a  very 
serious  obstacle  to  the  growth  and  develop- 
ment of  travel  on  the  electric  railways  and 
to  their  earning  capacity.  These  railway 
lines,  like  those  in  Westchester  County, 
had  been  carried  for  a  number  of  years 
during  the  period  of  development  and 
growth,  by  advances  from  the  Third 
Avenue  Railway,  although  at  the  present 
time  they  are  carrying  themselves  and  con- 
tributing to  the  surplus  of  the  system.  As 
you  were  advised  in  a  previous  report,  a 
bus  company  of  the  Third  Avenue  Railway 
System  was  an  applicant  for  these  fran- 
chises. 

In  Manhattan,  also,  the  city  authorities 
mapped  out  a  bus  system  containing  sev- 
eral routes  that  would  offer  serious  com- 
petition with  the  electric  car  lines  of  this 
system.  This  is  the  situation  with  which 
your  directors  were  confronted  until  com- 
paratively recently.  The  situation  has  now 
been  materially  changed.  Subsidiaries  of 
companies  of  this  system  are  now  operating 
practically  all  bus  lines  out  of  White 
Plains,  in  the  territory  contiguous  to  our 
railway  lines. 

In  Yonkers.  of  the  fifteen  bus  lines  for 
which  the  city  authorities  granted  fran- 
chises, five  did  not  compete  with  the  lines 
of  the  Yonkers  Railway,  and  were  not  con- 
tested. The  remaining  ten  lines  were  con- 
tested before  the  Public  Service  Commis- 
sion when  the  owners  of  the  franchises 
came  before  that  body  for  a  certificate  of 
convenience  and  necessity.  The  commis- 
sion granted  certificates  of  convenience  and 
necessity  for  only  two  of  the  ten  lines.  It 
is  not  believed  that  the  lines  upon  which 
the  certificates  of  convenience  and  necessity 
were  granted  can  be  made  to  sustain  them- 
selves. The  railway  system  is  left  for  the 
inost  part  free  to  serve  the  territory  for 
which  it  was  built. 

In  the  Bronx,  a  franchise  for  all  of  the 
proposed  bus  lines  was  granted  to  the  Sur- 
face Transportation  Corporation  of  New 
York,  one  of  the  companies  of  the  Third 
.\venue  Railway.  These  bus  lines  in  the 
Bronx  to  a  very  large  extent  open  up  new 
territory,  feeding  subway  lines  and  the  sur- 
face car  lines  of  this  system.  They  should, 
therefore,  when  operated  in  conjunction 
with  our  street  railway  lines,  supplement 
rather  than  compete  with  the  electric  car 
lines  in  the  Bronx.  This  bus  operation  in 
the  Bronx  will  involve  the  purchase  of 
about  100  buses.  This  purchase  has  been 
financed  on  5  per  cent  equipment  cer- 
tificates. 

SiTUATio.v  Clarified  for  Third  Avenue 
Company 

In  Manhattan  the  plans  for  bus  opera- 
tion were  modified  and  franchises  granted 
only  for  crosstown  lines.  These  do  not 
offer  any  serious  competition  with  the  elec- 
tric lines  of  this  system. 

From  this  it  will  be  seen  that  the  bus 
situation  as  affecting  the  companies  of  the 
Third  Avenue  Railway  System  has  been 
very  much  clarified  and  the  outlook  for  the 
growth  of  the  companies  of  the  system  is 
better  than  it  has  been  at  any  time  since 
buses  have  become  a  menace  throughout 
the  country  to  electric  railway  growth. 


CONSOLIDATED    STATEMENT   OF    INCOME 

OF     THIRD     AVENUE     RAILWAY     AND 

CONTROLLED  COMPANIES 

Years  Ended  June  30 

Operating  Revenue;  1927  1926 

Transportation $14,858,299  $14,222,084 

Advertising 1 50,000  1 50,000 

Rentof  tracks  and  terminals  23,448  24,399 
Rent  of  buildings  and  other 

property 230,633  208, 102 

Rent  of  equipment 58,482  50, 1 52 

Sale  of  power 11,686  12,259 

Total  operating  revenue .  $15,332,549  $14,666,998 

Operating  Expenses: 
Maintenance    of    way    and 

structures $2,085,564  $2,256,726 

Maintenance  of  equipment.  1,416.736  1,699,862 

Depreciation  accruals 210.305  *399,753 

Power  supply 928,374  917,503 

Operation  of  cars 5,029.683  4.872,190 

Injuries  to  persons  and  prop- 

.   e.rty— Expended 1,183,028  1.174.784 

Injuries  to  persons  and  prop- 
erty— Reserved *3 1 .903 

General   and    miscellaneous 

expenses 640,453  613.108 

Total  operating  expenses  $11,494,146  $11,102,519 

Net  operating  revenue $3,838,402  $3,564,478 

Taxes 988,460  1,036,624 

Operating  income..  .  .'. 2.849.942  2,527,854 

Interest  revenue 222,713  197,434 

Gross  income $3,072,655  $2,725,288 

Deductions  from  Gross 
Income; 

Interest    on    first    mortgage 

bonds $513,080  $513,080 

Interest   on   first   refunding 

mortgage  bonds 879,620  879,620 

Interest  onadjustment  mort- 
gage bonds 1,126,800  1,126.800 

Track    and    terminal    priv- 
ileges   19.041  18,942 

Miscellaneous    rent    deduc- 
tions   8,747  8,499 

.Amortization    of    debt    dis- 
count and  expense 24.298  22,451 

.Amortization      of      limited 

franchises 8,270  7,469 

Sinking  fund  accruals 33,480  33,480 

Busoperation — netloss 34,153  16,783 

Miscellaneous 148,347  60,268 

Total  deductions $2,795,840  $2,687,395 

Net  income $276,815  37,893 


•  Deficit. 

M^e  still  have  with  us,  however,  the  un- 
just paving  tax,  which  has  been  removed 
to  a  very  large  extent  in  many  states,  but 
which  has  not  been  repealed  in  New  York 
State.  Its  exactions  bear  heavily  upon  all 
street  railroads.  In  the  case  of  the  com- 
panies of  the  Third  Avenue  Railway  Sys- 
tem, it  amounts  to  more  than  $750,000  a 
year.  This  law  is  a  relic  of  horse  car  days. 
But  now  it  has  becoine  an  unjust  tax,  and 
it  is  hoped  that  holders  of  electric  rail- 
way securities  everywhere  will  bring  the 
injustice  of  this  law  to  the  attention  of  our 
legislators,  with  the  hope  that  we  may  be 
relieved  of  this  unfair  burden. 


Additional  Defendants  in 

Indiana  Receivership  Case 

Trustees  for  the  bondholders  under 
various  mortgages  executed  by  the 
Union  Traction  Company  of  Indiana, 
Anderson,  Ind.,  have  been  made  addi- 
tional defendants  in  the  receivership 
case  of  the  company  in  the  Madison 
Circuit  Court.  A  petition  to  that  effect 
has  been  filed  by  the  Westinghouse 
Electric  &  Manufacturing  Company, 
plaintiff  in  the  receivership  suit.  The 
amended  complaint  will  bring  into  court 
all  defendants  having  claims  to  deter- 
mine preference  among  creditors.  Carl 
F.  Morrow,  judge  of  the  court,  fixed 
Dec.  10  for  a  hearing. 


Another  Merger  Plan 

Sugggestion  made  that  District  of  Columbia 
lines  be  combined  in  ^52,700,000  con- 
cern with  7  per  cent  return 

HARLEY  P.  WILSON  on  Oct.  31 
officially  submitted  to  the  Public 
Utilities  Commission  of  the  District  of 
Columbia  his  plan  for  a  merger  of  local 
transportation  systems,  proposing  or- 
ganization under  congressional  charter 
of  a  new  corporation  to  take  over  the 
railway  properties  of  the  Washington 
Railway  &  Electric  Company  and  all  the 
properties  of  the  Capital  Traction  Com- 
pany and  the  Washington  Rapid  Transit 
Company.  John  W.  Childress,  chairman 
of  the  commission,  said: 

The  statement  of  Mr.  Wilson's  plan  has 
been  materially  changed  since  it  first  was 
handed  to  me.  This  is  a  much  less  def- 
mite  statement  than  the  one  first  submitted. 
It  will  not  be  possible  to  hold  public  hear- 
ings on  it  until  many  more  details  have 
been  supplied  and  definite  proposals  are 
advanced  for  discussion. 

John  H.  Hanna,  president  of  the  Cap- 
ital Traction  Company,  said  he  had  dis- 
cussed the  plan  with  Mr.  Wilson,  but 
that  he  was  not  prepared  to  talk  about 
the  matter  for  publication.  William  F. 
Ham,  president  of  the  Washington  Rail- 
way &  Electric  Company,  was  absent 
from  the  city. 

The  plan  was  outlined  in  a  communi- 
cation signed  by  Mr.  Wilson  and  ad- 
dressed to  Mr.  Childress.  Outstanding 
among  the  features  more  or  less  fully 
set  forth  were  the  following: 

Capitalization  of  the  two  railways  is  to 
be  reduced  by  agreement  from  an  esti- 
mated $62,500,000  to  $50,000,000,  which 
sum  represents  approximately,  although  not 
so  stated  in  the  Wilson  letter,  the  outstand- 
ing stocks  and  bonds  of  the  two  concerns. 
Added  to  this  capital  there  is  to  be 
$1,700,000  in  cash  put  in  by  the  new  com- 
pany with  which  to  finance  relocation  of 
some  tracks  and  other  betterments  and 
$1,000,000,  also  in  cash,  for  a  car-fare  ad- 
justment fund.  Thus  the  capitalization  at 
which  the  merger  will  be  started  is  to  total 
$52,700,000,  on  which  7  per  cent  will  have 
to  be  earned  to  constitute  a  reasonable  rate 
of  return. 

Whereas  the  two  railways  and  the  bus 
company  together  earned  less  than  $2,000,- 
000  last  year,  they  are  to  be  guaranteed 
fares  that  will  earn  them  $3,689,000  a  year. 
Mr.  Wilson  expressed  the  opinion  that  this 
85  per  cent  increase  of  net  revenue  would 
not  necessitate  an  increase  of  fares.  He 
suggests  that  there  be  no  deviation  from 
present  fares  during  the  first  year  of  the 
unified  operation. 

The  Public  Utilities  Commission  is  to 
have  no  jurisdiction  over  the  new  company 
or  over  any  railway  or  local  bus  operation 
after  the  merger.  Regulation  is  to  be  by 
three  trustees  paid  by  the  company  out  of 
operating  income  and  appointed  by  the 
District  Commissioners. 

The  Potomac  Electric  Power  Company 
is  to  be  omitted  from  the  merger,  but  is  to 
enter  a  long-term  contract  to  furnish  power 
and  lease  certain  equipment  to  the  new 
company  at  rates  less  than  present  cost  to 
the  two  railways. 

Respective  valuations  of  the  properties 
are  not  to  be  used  as  the  basis  of  division 
of  profit.  This  basis  is  to  be  the  respective 
earnings  of  the  two  companies  for  a  typical 
year  to  be  agreed  upon.     This  basis  would 


882 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No. 19 


give  the  Capital  Traction  Company  slightly 
more  than  half  the  profits,  whereas  Mr. 
Wilson's  estimate  of  valuations  places  the 
Washington  Railway  &  Electric  Company's 
worth  at  about  $10,000,000  more  than  that 
of  Capital  Traction  Company,  as  deter- 
mined and  to  be  determined  by  the  courts. 
No  details  are  stated  as  to  how  stock  of 
the  new  company  shall  be  traded  for  stock 
of  the  present  companies,  or  how  the  sep- 
aration of  the  Potomac  Electric  Power 
Company  from  the  Washington  Electric  & 
Railway  Company  is  to  be  effected.  But  it 
is  stated  that  the  new  company  shall  assume 
the  funded  debts  of  the  two  old  companies. 


The  $1,000,000  fare  adjustment  cash 
fund  is  to  be  used  to  make  up  annual 
deficits,  if  any,  in  revenue,  to  be  reim- 
bursed later  from  subsequent  earnings. 
Not  only  is  the  fund  to  be  charged 
against  capital  account  at  the  beginning, 
but  all  sums  paid  into  it  to  replace  with- 
drawals are  also  to  be  charged  to  capital 
account. 

There  is  a  suggestion  in  the  Wilson 
letter  that,  under  certain  circumstances, 
deficiencies  in  earnings  shall  be  "ad- 
vanced temporarily  by  the  city." 


One  Cent  Out  of  Ten  for  Taxes 

Economist  of  American  Electric  Railway  Association  makes 

forceful  case  for  tax  reduction  before  ways  and  means 

committee  in  Washington 


ADDING  to  the  testimony  of  nu- 
.  merous  other  representatives  of 
business  and  industry  in  behalf  of  tax 
reduction,  particularly  a  cut  in  the 
corporation  income  tax  rate,  before  the 
ways  and  means  committee  in  Washing- 
ton on  Nov.  1,  Carl  D.  Jackson,  general 
counsel  of  the  National  Electric  Light 
Association  and  the  American  Gas  As- 
sociation, and  Leslie  Vickers,  economist 
of  the  American  Electric  Railway  Asso- 
ciation, told  the  committeemen  that 
lower  taxes  would  benefit  public  utilities. 

A  tax  reduction  would  be  reflected 
ultimately  in  rates  to  the  consumers, 
Mr.  Jackson  said,  as  regulatory  bodies 
take  taxes  into  account,  the  utilities  act- 
ing more  in  the  nature  of  collecting 
agencies  for  taxes  paid  by  the  con- 
sumers. A  reduction  in  rates  due  to 
lowered  taxes  would  mean  more  con- 
sumers and  thus  directly  help  the  utili- 
ties, he  asserted. 

Mr.  Vickers  said  that  electric  rail- 
ways pay,  in  all  forms  of  taxation,  one 
and  three-fourths  as  much  as  they  dis- 
tribute to  their  stockholders  in  divi- 
dends. Tax  relief  would  make  it  pos- 
sible for  many  of  the  electric  roads  to 
be  revivified  and  to  render  better  serv- 
ice.   He  said  in  part : 

We  are  bearing  a  burden  of  taxation 
which  is  staggering  in  its  weight.  Its 
effect  is  not  only  to  hamper  us  financially 
and  to  discourage  the  investment  of  new 
capital,  but  to  impair  those  services  which 
the  public  has  a  right  to  expect  from  us. 
Many  of  the  electric  railways  of  today 
could  be  revivified  and  restored  if  we  could 
find  relief  from  the  oppressive  burden  of 
taxes  which  we  bear.  We  ask  for  tax 
relief  in  the  interests  of  service. 

The  taxes  of  the  federal  and  local  gov- 
ernments, including  special  assessments,  but 
not  such  items  as  paving,  comprise  an 
estimated  total  of  $65,000,000.  The  rev- 
enue of  the  industry  for  service  it  renders 
the  public  is  approximately  $936,000,000, 
so  that  for  every  dollar  obtained  as  rev- 
enue 7  cents  is  contributed  to  government 
in  the  form  of  taxes.  In  addition  to  thig 
we  pay  out  a  further  2  to  3  per  cent  of  our 
gross  revenue  in  paving  and  other  charges, 
making  a  payment  of  approximately  10 
per  cent  of  our  gross  or  a  contribution  to 
the  state  and  federal  governments  of  about 
1   cent  out  of  every   10  cents   we  collect. 


The  tax  item  itself  amounts  to  about  half 
of  all  interest  payments  and  is  more  than 
one  and  three-quarter  times  the  amount 
paid  out  in  dividends  on  preferred  and 
common  shares.  The  effect  of  such  a  sub- 
stantial tax  burden  is  to  render  more  diffi- 
cult the  supply  of  public  service  and  to 
affect  profoundly  the  credit  position  of  the 
industry. 

In  any  industry,  subject  to  regulation 
and  operating  under  limited  and  reasonable 
rates,  the  burden  of  taxation  in  the  last 
analysis  rests  upon  the  public  utilizing  that 
service.  But  there  is  a  practical  limit  to 
the  extent  to  which  the  public  service  com- 
pany can  act  as  collecting  agent.  A  limit 
such  as  this  is  reached  when  cash  require- 
ments for  taxes  regularly  assume  so  large 
a  proportion  of  the  net  income  of  the  cor- 
poration. Electric  railways  are  local  in 
character  and  scope  of  operation  and  ac- 
cordingly relatively  large  taxes  are  already 
imposed  by  local  governments.  The  federal 
income  tax  is  a  load  added  to  an  already 
overburdened  industry  and  constitutes  one 
of  the  most  important  examples  of  the 
adverse  effect  of  the  federal  corporation 
tax  on  business  development. 

Our  industry  has  passed  through  a  revo- 
lution of  the  most  serious  nature.  The 
present  popularity  of  the  private  automo- 
bile could  not  have  been  predicted  a  genera- 
tion ago,  nor  could  have  any  one  have 
suspected  that  the  monopoly  of  urban  trans- 
portation which  we  enjoyed  could  so  easily 
be  lost  to  us.  But  the  fact  is  that  today 
we  are  competing  with  private  automobiles, 
not  only  for  passengers,  but  for  street 
space  in  which  to  operate. 

Our  industry  is  now  emerging  from  a 
period  as  difficult  as  any  industry  has  ever 
experienced.  The  essential  nature  of  our 
services  has  been  proved  in  community 
after  community  where  attempts  have  been 
made  to  supplant  them.  We  need  tax 
relief,  not  only  that  we  may  supply  the 
services  now  called  for,  but  in  order  that 
we  may  continue  to  be  in  the  future,  as 
we  have  been  in  the  past,  the  providers  of 
efficient   local   transportation   which   builds 

up  cities. 

* 

Goshen  Abandonment  Hearing 

Held 

Harvey  Harman  of  the  Public  Serv- 
ice Commission  of  Indiana  held  a  pub- 
lic hearing  recently  on  the  Chicago, 
South  Bend  &  Northern  Indiana  Rail- 
way's petition  to  discontinue  city  serv- 


ice in  Goshen.  Evidence  taken  in  the 
hearing  will  be  considered  by  the  board 
and  a  final  decision  given  later.  At- 
torneys for  both  sides  were  given  four- 
teen days  in  which  to  file  additional 
evidence.  The  city  protested  the  re- 
moval of  the  cars.  R.  R.  Smith,  re- 
ceiver for  the  company,  testified  that 
it  would  cost  $150,000  to  place  the  line 
in  first-class  condition. 


Traffic,  Fare  and  Wage  Figures 

Further  decrease  is  noted  in  the  num- 
ber of  passengers  carried  by  electric 
railways  during  the  month  of  Septem- 
ber, 1927,  compared  with  September, 
1926.  The  number  of  revenue  passen- 
gers, including  bus  passengers,  reported 
by  198  companies  for  the  month  of  Sep- 
tember, 1927,  compared  with  September, 
1926,  is  as  follows  : 

September,  1927 739,275,475 

September,  1926 754,012,025 

Decrease,  per  cent 1 .  96 

Owing  to  the  fact  that  a  new  and 
completely  revised  Fare  Bulletin,  issued 
Oct.  1,  showed  that  there  were  several 
changes  from  the  cash  fares  as  reported 
in  former  supplements  of  the  old  Fare 
Bulletin,  compiled  in  September,  1925. 
the  trend  of  cash  fares  in  272  cities  of 
25,000  population  and  over  shown  each 
month  from  Dec.  31,  1917,  to  date,  has  ' 
been  slightly  adjusted  beginning  with 
Nov.  1,  1921.  On  the  new  and  revised 
basis  the  average  cash  fare  in  cities  of 
25,000  population  and  over  is  reported 
as  follows : 

Oct.  I,  1927 7  9700 

Sept.  I,  1927 7.9700 

Oct.  I,  1926 7.7387 

The  average  ma.ximum  hourly  rates 
paid  motormen  and  conductors  in  two- 
man  service  by  companies  operating  100 
or  more  miles  of  single  track : 

.\verftge  Index  Number 

Hourly  Rate,  1913—100 

CentJ!  Per  Cent 

Oct.    I,  1927 57.26  210.13 

Sept.  1,  1927 57.26  210.13 

Oct.    1,1926 56,87  208.70 


Morris  Traction  Company 
Sold  for  ^290,000 

The  properties  of  the  Morris  County 
Traction  Company,  Morristown,  N.  J., 
was  sold  on  Oct.  31  at  receivers'  sale 
to  George  Hamm,  of  Pittsburgh,  Pa., 
representing  the  bondholders'  committee, 
for  $290,000.  Immediately  after  the  sale 
it  was  announced  that  the  property 
would  be  assigned  to  the  Public  Service 
Transportation  Company,  subsidiary  of 
the  Public  Service  Railway,  which 
would  replace  the  electric  railway  cars 
with  buses. 

Of  the  $290,000  paid,  $280,000  was 
for  property  in  Morris  County  and  $10,- 
000  in  Union  County.  The  sales  were 
conducted  in  Morristown  and  Elizabeth 
by  former  Judge  John  F.  Lynch,  as  spe- 
cial master  in  chancery. 

The  bondholders'  interest  in  the  com- 
pany amounted  to  about  $3,900,000,  and 
organization  of  the  committee,  which 
represented  88  per  cent  of  the  holders. 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


883 


was  for  the  purpose  of  salvaging  as 
much  as  possible  in  the  interest  of  the 
holders  of  the  Morris  County  Traction 
Company's  mortgage  obligations. 

The  sales  are  subject  to  the  approval 
of  Federal  courts. 


Dismantling  Schomberg  8C 
Aurora  Line  Planned 

The  Toronto  Transportation  Commis- 
sion plans  to  dismantle  the  track  and 
structures  of  the  Schomberg  &  Aurora 
Railway,  operation  of  which  was  dis- 
continued on  June  20,  1927.  The 
Schomberg  radial  line  ran  a  distance  of 
14.4  miles  through  country  somewhat 
poor.  It  was  the  claim  of  the  commis- 
sion that  the  Schomberg  radial  was  a 
losing  proposition. 


Coal  Belt  Electric  to  Be  Acquired 
by  Missouri  Pacific 

The  Interstate  Commerce  Commission 
has  authorized  the  Missouri  Pacific  to 
acquire  the  Coal  Belt  Electric  Company, 
which  operates  an  interurban  electric 
line  between  Marion  and  Hafer,  111.,  a 
distance  of  13.46  miles.  The  interurban 
line  has  termini  at  Carterville,  Herrin 
and  Marion,  111.,  and  connects  with  the 
Missouri  Pacific  Railroad  near  Marion 

The  Missouri  Pacific  owns  the  out- 
standing stock  of  the  interurban  line 
and  no  new  securities  are  to  be  issued  in 
connection  with  the  deal.  In  considera- 
tion for  the  conveyance  of  the  property 


Court  to  refuse  an  instruction  that  such 
a  speed  was  in  violation  of  the  ordinance 
where  the  ordinance  was  valid  even 
though  under  the  law  of  Michigan  the 
violation  of  a  city  ordinance  as  to  speed 
is  not  negligence  per  se.  Another  re- 
quested instruction  that  the  driver  of  a 
motor  truck,  unless  he  has  actual  knowl- 
edge to  the  contrary,  has  a  right  to 
assume  that  the  electric  car  would  be 
moving  not  more  than  15  miles  per  hour 
as  required  by  ordinance,  was  held  prop- 
erly refused  as  ignoring  the  principle  of 
ordinary  care  by  the  driver  in  ascertain- 
ing the  speed  of  the  street  car.  [Liberty 
Highway  Co.  et  al.  vs.  Callahan,  et  al., 
157  N.E.,  708.] 


the     Missouri     Pacific     Railroad     has    _  r.  r   ■  •        /•  «^ 

pledged  itself  to  assume  all  unliquidated    "'^''t!f°'^r'^~  .1^"//'""  "'    ^""^^'"^♦"^^ 

obligations   of    the    Coal    Belt    Electric 


Company. 


Le^al  >(ptes 


=tsa^*= 


California — Great  Care  Must  Be  Used 
in  Operating  a  Car  Without  Lights 
at  Night. 
An  interurban  car  whose  trolley  had 
left  the  wire  at  night  collided  with  an 
automobile.  The  court  held  that  "such 
timely  warning  of  the  approach  of  a 
street  car  must  be  given  as  to  enable 
others  to  avoid  any  danger  from  it,"  and 
neglect  to  give  such  warning,  as  by  the 
absence  of  lights,  was  not  the  exercise 
of  due  care.  In  the  same  decision,  the 
operation  of  the  automobile  of  the  plain- 
tiff, while  it  was  curtained  at  the  side 
with  isinglass  rain  covered  curtains, 
was  held  not  to  be  contributory  negli- 
gence. [Cochran  vs.  Brown  et  al.,  258 
P.,  1000.] 

Federal  District  Court — To  Be  En- 
gaged   in    "Interstate    Commerce" 
Vehicles    Must    Regularly    Trans- 
port  Passengers    or    Goods   Inter- 
state. 
A   company   operated  buses   between 
two  cities  in  Rhode  Island  but  on  part 
of  the  route  ran  for  a  short  distance  in 
Massachusetts    and    carried    occasional 
interstate  passengers.     This  was  claimed 
to   make   the   carrier   interstate   and    so 
not  under  the  jurisdiction  of  the  Rhode 
Island  authorities.    The  court  held  that 
an  "interstate   carrier"   must    run  veh- 
icles   which    transport    passengers    or 
goods   interstate  or  honestly   intend  to 
do   so.      An   occasional    interstate   pas- 
senger   does    not    change    the    status. 
[Intercity  Coach  Co.  vs.  Atwood,  21  F. 
(2d),  83.] 

Minnesota  —  Paving  Requirements 
Limited  Under  Franchise. 
A  franchise  secured  in  1881  declared 
in  one  section  that  the  company,  if  using 
other  than  animal  power,  should  be  re- 
quired to  pay  only  so  much  of  the  ex- 
pense of  street  paving  as  was  made 
extra  by  reason  of  the  presence  of  its 
tracks  on  the  street.  Another  section  of 
the  franchise  declared  that  the  company 


and  Necessity.' 
Necessity  does  not  mean  indispensably 
requisite,  when  used  in  the  expression 
"certificate  of  convenience  and  neces- 
sity." It  means  a  public  need,  something 
without  which  the  public  is  inconven- 
ienced to  the  extent  of  being  handicapped 
in  the  pursuit  of  business  or  wholesome 
pleasure  or  both — without  which  the 
people  generally  of  the  community  are 
should  keep  the  paving  between  its  rails  ^^"'«^'  ^°  *«'■■  detriment  that  which 
in  proper  repair.  These  sections  were  '.Uri^^^^-.'^y.  o^er  ^people  ge^nerally, 
construed  to  mean  that  when  new  pav- 


I.   & 


ing  was  laid  the  company  could  be 
charged  only  with  the  extra  cost  result- 
ing from  the  presence  of  its  track  and 
that  "proper  repair"  did  not  mean  re- 
paving.  It  meant  only  the  restoration 
of  existing  paving  to  a  sound  or  good 
state  after  decay,  injury,  dilapidation  or 
partial  destruction.  [City  of  Duluth  vs. 
Duluth  Street  Railway,  215  N.  W.,  69.] 

Missouri — Care  Required  When  Car 
Operates  on  Left-Hand  Track. 
An  electric  car  was  running  for  a 
.short  distance  on  the  left  hand  track 
because  of  a  traffic  emergency  and  ran 
into  an  automobile  whose  driver  was 
attempting  to  make  a  left  hand  turn. 
The  plaintiff  admitted  he  saw  the  car 
but  believing  it  going  in  the  other  direc- 
tion did  not  observe  it  as  closely  as  l;e 
otherwise  would  have  done.  He  was 
held  not  guilty  of  contributory  neg- 
ligence as  a  matter  of  law.  [Wheaton 
vs.  Wells,  296  S.  W.,  1031.] 

New  Mexico — Collection  of  Cost  of 
Street  Paving  Made  First  Lien  on 
Railway  Property. 
A  railway  whose  franchise  required 
it  to  do  a  certain  amount  of  paving 
issued  mortgage  bonds  which  were  a 
first  lien  on  the  property.  Some  years 
subsequently  the  .State  Legislature 
passed  an  act  making  city  assessments 
for  paving  superior  to  any  other  lien  on 
street  railways,  except  state,  county  and 
municipal  taxes.  The  application  of  this 
act  to  the  railroad  in  question  was  up- 
held. [City  of  Albuquerque  vs.  City 
Electric  Co.,  258  P.,  574. 

Ohio  —  In-itructions  on  Speed  Con- 
sidered. 
In  a  case  charging  negligence,  where 
a  municipal  ordinance  prohibited  a 
greater  speed  than  15  miles  an  hour  for 
a  street  car,  it  was  error  for  the  Trial 


similarly  situated.      [Chicago,   R. 
P.  Ry.  vs.  State,  258  P.,  874.] 

Texas — Compromise  of  Suit  by  Minor 
Upheld. 
Compromise  of  the  settlement  of  a 
suit  by  a  "next  friend,"  in  which  the 
rights  of  minors  are  involved,  should 
be  scrutinized  with  great  care  and 
caution  by  trial  courts,  but  where  this 
has  been  done  and  the  adjustment  is 
fair  and  just  to  the  minor  and  to  his 
best  interests,  the  compromise  will  be 
upheld.  [Hernandez  vs.  San  Antonio 
P.  S.  Co.,  297  S.  W.,  264.] 

Texas  —  Negligence  of  Automobile 
Driver  Defense  to  Suit  for  Injury 
to  Automobile  Guest  where  Driver 
has  Interest  in  Action. 
Under  the  Texas  law,  property  ac- 
quired by  either  husband  or  wife,  ex- 
cept that  which  is  the  separate  property 
of  either,  shall  be  deemed  common 
property  of  both.  This  was  held  to 
prevent  a  wife  from  collecting  damages 
because  of  the  collision  of  an  inter- 
urban car  with  an  automobile  in  which 
she  was  a  guest  and  her  husband  was 
the  driver,  where  contributory  negli- 
gence was  charged  against  the  driver. 
Alleged  violation  by  the  company  of 
certain  franchise  conditions,  where  they 
had  nothing  to  do  with  the  accident, 
conferred  upon  the  plaintiff  no  right  to 
sue  for  breach! of  contract.  [Northern 
Texas  T.  Co.  vs.  Hill  et  al..  297 
S.  W.,  778.] 

Washington — Rights  of  Pedestrian  in 
Front  of  Car  at  Street  Crossing. 
A  pedestrian  crossing  in  front  of  a 
street  car,  standing  at  a  regular  stop- 
ping place,  has  a  right  to  assume  that 
the  car  will  not  start  until  he  has  passed 
or  warning  has  been  given.  Hence  he 
was  not  contributarily  negligent  when 
struck  by  the  car. — [Whiting  vs.  City 
of  Seattle,  258  P.,  824.] 


884 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  NoA9 


Personal  Items 


^^^ 


J 


Messrs.   Blackball  and  Heun 
in  New  Posts 

Former    Joliet   official    assumes   new    duties 

with  North  Shore,   while   Joliet  man 

succeeds  to  managership  there 

JR.  BLACKHALL,  veteran  electric 
•  railroad  executive  of  wide  experi- 
ence, has  assumed  his  duties  as  general 
manager  of  the  Chicago,  North  Shore  & 
Milwaukee  Railroad,  the  North  Shore 
Line.  As  noted  previously  in  the  Elec- 
tric Railway  Journal,  he  succeeds 
John  F.  Egolf,  who  resigned  to  become 
vice-president  and  general  manager  of 
the  Western  United  Gas  &  Electric  Com- 
pany, with  headquarters  at  Joliet,  111. 

At  the  time  of  his  new  appointment 
Mr.  Blackhall  was  serving  as  vice- 
president  and  general  manager 
of  the  Chicago  &  Joliet  Elec- 
tric Railway,  with  headquar- 
ters in  Joliet.  His  offices  with 
the  North  Shore  Line  are  at 
Highwood,  111. 

Mr.  Blackhall  went  to  Joliet 
to  manage  the  city  lines  in 
1900,  rebuilding  the  system 
and  constructing  the  Chicago 
&  Joliet  interurban  line.  In 
1901  he  left  Joliet  for  New 
Jersey,  but  continued  super- 
vision of  construction  work  on 
the  Joliet  lines.  He  returned 
to  Joliet  in  1904  to  become 
general  manager  of  the  elec- 
tric lines,  and  in  1925  he  was 
also  named  vice-president. 

Recognized  as  one  of  the 
leading  authorities  on  electric  railroad 
operation,  Mr.  Blackhall  has  made  out- 
standing contributions  to  advancement  of 
the  industry.  He  is  the  inventor  of  a 
new  type  of  truck  for  street  cars,  which 
is  practically  noiseless,  and  also  has  de- 
veloped an  aluminum  body  for  street 
cars,  which  reduces  the  average  weight 
of  the  car  per  passenger  almost  one-half. 
The  so-called  "Joliet"  car  with  this  new 
aluminum  body  was  exhibited  at  the 
1927  national  convention  of  the  Ameri- 
can Electric  Railway  Association  at 
Cleveland,  Ohio. 

William  H.  Heun,  associated  with 
the  electric  railway  system  in  Joliet, 
111.,  for  many  years,  has  been  appointed 
general  manager  of  the  Chicago  &  Joliet 
Electric  Railway.  In  this  capacity  he 
succeeds  Mr.  Blackhall,  appointed  gen- 
eral manager  of  the  North  Shore  System 
in  Chicago,  but  who  will  continue  as 
vice-president  of  the  Chicago  &  Joliet 
Electric  Railway. 

The  new  general  manager  has  served 
as  superintendent  of  transportation  of 
the  Joliet  system  for  the  last  23  years. 
He  went  to  Joliet  in  1892,  after  working 
at  the  printers'  trade  in  Aurora  and 
Chicago  for  about  eight  years.  In  search 
of  health,  he  took  the  position  of  con- 
ductor on  the  local  railway  system.  Soon 
he  was  called  into  the  office  and  was 


made  timekeeper  and  assistant  cashier. 
Later  he  was  made  cashier  and  in  1904 
was  appointed  superintendent  of  trans- 
portation. 

His  record  in  the  latter  capacity  has 
been  an  excellent  one.  It  is  his  intention 
to  keep  the  Blackhall  policies  in  force 
and  to  maintain  the  watchword  of 
"service  to  the  public"  and  "prevention 
of  accidents." 

G.  A.  LeRiche  Superintendent 
OF  Transportation 

After  serving  for  some  time  as 
assistant  to  the  general  manager  of 
the  Chicago  &  Joliet  Electric  Railway, 
George  A.  LeRiche  was  appointed  su- 
perintendent of  transportation  on  Oct. 
15  to  succeed  W.  H.  Heun. 

Mr.  LeRiche  is  a  native  of  Canada, 


J.  R.  Blackhall 


W.  H.  Heun 


going  to  Joliet  in  1912  from  New 
Brunswick.  His  first  work  with  the 
railway  was  in  the  electric  line  depart- 
ment. In  1919,  after  serving  in  the 
army  for  ten  months,  Mr.  LeRiche  was 
made  storekeeper  and  when  the  Chicago 
&  Joliet  Transportation  Company,  a 
subsidiary  of  the  railway,  erected  its 
modern  bus  garage  in  1926  he  was 
named  superintendent  of  automotive 
equipment,  later  being  called  into  the 
general  office  as  assistant  to  Mr. 
Blackhall.  then  general  manager  of  the 
combined  properties  being  operated  out 
of  Joliet. 


Howard  C.  Venn  is  serving  as  in- 
dustrial agent  of  the  Interstate  Public 
Service  Company,  Indianapolis,  Ind. 
He  succeeds  W.  Gerald  Holmes,  who 
has  been  transferred  to  the  National 
Electric  Power  Company  of  New  York. 
For  a  number  of  years  Mr.  Venn  was 
connected  with  the  Spann  Company,  one 
of  the  largest  real  estate  firms  of  the 
city.  He  resigned  from  this  company 
in  1913  to  enter  the  real  estate  business 
for  himself.  As  a  member  of  the  Indian- 
apolis Real  Estate  Board  he  was  at 
various  times  a  member  of  the  board  of 
directors,  treasurer  and  served  on  a 
number  of  appraisal  committees  of  the 
board. 


Messrs.  Hardesty,  Martin  and 

SpofFord  Advanced  in 

West  Virginia 

C.  H.  Hardesty,  who  has  been  man- 
ager of  the  Parkersburg  and  Marietta 
divisions  of  the  Monongahela  West 
Penn  Public  Service  Company  in  West 
Virginia,  was  appointed  assistant  to  the 
president  of  the  company  under  a  new 
plan  of  organization  announced  by 
President  G.  M.  Alexander.  He  will 
be  succeeded  at  Parkersburg  by  W.  M. 
Martin  of  Fairmont,  who  has  been 
superintendent  of  the  power  depart- 
ment district  which  includes  the  cities 
of  Weirton,  Wellsburg,  Oakland,  Terra 
Alta,  Kingwood,  Elkins  and  Parsons. 

Under  the  new  organization,  addi- 
tional responsibility  is  given  R.  W. 
Spofford,  who  takes  over  general  charge 
of  all  railways  and  bus  operations.  Mr. 
Spofford  has  had  charge  of  the  rail- 
ways on  what  is  generally  known  as  the 
Fairmont  and  Clarksburg  division  and 
the  bus  lines  in  this  section, 
but  in  the  future  he  will  have 
charge  of  the  transportation 
also  in  the  Parkersburg  and 
Marietta  section. 

Mr.  Hardesty,  who  started 
with  the  Monongahela  com- 
pany in  1917  in  the  purchasing 
department,  after  some  years 
in  the  employ  of  the  Western 
Maryland  Railway,  was  born 
at  Wyatt.  in  Harrison  County. 
He  is  well  known  in  the  local 
section.  In  1919  he  was  ap- 
pointed traveling  freight  and 
passenger  agent,  later  being 
transferred  to  Clarksburg  as 
division  superintendent.  He 
returned  to  Fairmont  and 
served  as  general  freight  agent 
and  then  general  traffic  manager  of  all 
divisions  until  April  6,  1925,  when  he 
was  transferred  to  the  Parkersburg  and 
Marietta  division  as  manager.  Mr. 
Hardesty  will  be  located  in  Fairmont, 
and  will  not  take  over  his  new  duties 
actively  until  after  the  annual  convention 
of  the  State  Utility  Association. 

Mr.  Martin,  who  went  with  the  local 
company  about  two  years  ago  from  the 
West  Penn  system,  had  charge  of  light 
and  power  at  Grafton  until  he  was  ap- 
pointed superintendent  of  the  larger 
district.  He  has  been  a  resident  of 
Fairmont  for  some  time  and  is  well  and 
favorably  known  there.  Mr.  Martin  has 
already   taken   over   his    new    duties    in 

Parkersburg. 

♦ 

J.  B.  O'Connell  is  serving  as  super- 
intendent of  the  North  Avenue  depot 
of  the  Chicago  Surface  Lines,  Chicago, 
111.  He  has  been  at  various  times  with 
the  Surface  Lines  and  the  Pennsylvania 
Railroad  since  his  graduation  from  the 
University  of  Illinois,  class  of  1923.  He 
was  enrolled  in  the  university  at  the 
outbreak  of  the  World  War,  but  left 
to  enlist  in  the  United  States  Navy, 
where  he  was  soon  made  a  chief  elec- 
trician. Returning  to  the  university 
after  the  war  he  finished  his  course  in 
railway  electrical  engineering. 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


885 


English  Visitors  Return  Home 

The  representatives  of  the  London 
Underground  Railway  and  General  Om- 
nibus Companies  who  have  been  visiting 
this  country  returned  to  England  on 
Nov.  2.  They  sailed  from  New  York  on 
the  Berengaria.  On  the  evening  of 
Nov.  1  B.  A.  Hegeman,  Jr.,  representa- 
tive in  the  United  States  of  the  Under- 
ground Railway  group,  was  host  at  a 
farewell  dinner  to  the  visitors.  It  was 
held  at  the  Lotos  Club.  Some  30  rail- 
way officials  and  others  from  New  York 
and  vicinity  were  present. 

The  accompanying  snapshot  of  the 
English  visitors  was  made  at  the  Cleve- 
land convention.   Left  to  right  they  are : 


depot.  He  began  his  railroad  career 
as  a  towboy  for  the  Brooklyn  City  Rail- 
road in  1887  and  in  1889  was  appointed 
a  conductor  at  the  old  Greenwood  depot 
of  the  Brooklyn-Manhattan  Transit 
t^orporation.  Early  this  year,  due  to 
ill  health,  he  was  transferred  to  the 
staff  of  the  accident  prevention  bureau. 


Powell  C.  Groner  Made  President 
at  Kansas  City 

Voting  trustees  representing  the 
stockholders  of  the  Kansas  City  Public 
Service  Company,  Kansas  City,  Mo., 
unanimously  elected  these  directors  on 
Nov.  3:   E.  M.  Stayton,  Henry  Hanssen, 


Officials  of  the  London  Underground  Group  who  returned  to  England  on  Wednesday 


J.  P.  Thomas,  operating  manager  of 
railways ;  Owen  Watson,  research  engi- 
neer London  General  Omnibus  Com- 
pany ;  W.  S.  Every,  signal  engineer  of 
the  Underground,  and  R.  H.  Pitts, 
staff  officer  of  the  Underground. 


H.  E.  Dittmar  and  H.  Bongard 
in  New  Posts  in  Brooklyn 

Harry  E.  Dittmar  has  been  appointed 
division  superintendent  at  the  9th  Ave- 
nue depot  of  the  Brooklyn-Manhattan 
Transit  Corporation,  Brooklyn,  N.  Y., 
to  succeed  the  late  Charles  B.  Attlesey. 

Herman  Bongard  will  succeed  Mr. 
Dittmar  as  division  superintendent  at 
DeKalb  Avenue  depot. 

Mr.  Dittmar  began  his  railroad  career 
on  the  Brooklyn  Transit  System  in 
1905,  having  been  employed  previously 
in  the  Schenectady  shops  of  the  General 
Electric  Company.  In  his  fifteen  years 
he  advanced  from  the  rank  of  motorman 
to  assistant  superintendent  in  charge  of 
Maspeth  depot. 

Mr.  Bongard  goes  to  DeKalb  Avenue 
depot  with  many  years  of  experience  as 
division  superintendent  at  Bergen  Street 


P.  W.  Goebel,  Herbert  M.  Woold, 
Powell  C.  Groner,  Charles  M.  Howell, 
Henry  N.  Ess,  James  E.  Chandler,  Carl 
W.  Allendoerfer,  J.  K.  Newman,  P.  H. 
Saunders.  The  five  trustees  are:  J.  K. 
Newman,  William  Woolfolk,  George  W. 
Davison,  Powell  C.  Groner  and  Walter 
S.  McLucas.  Mr.  McLucas,  who  is 
chairman  of  the  board  of  the  Commerce 
Trust  Company,  Kansas  City,  replaces 
M.  A.  Traylor,  who  resigned  two  weeks 
ago. 

The  directors  at  their  meeting  the 
same  day  elected  these  officers :  P.  W. 
Goebel,  chairman  of  the  board;  Powell 
C.  Groner,  president ;  John  V.  Mc- 
Kinney,  vice-president ;  Fred.  G.  Buffe, 
vice-president  in  charge  of  operations ; 
Neal  S.  Doran,  comptroller;  J.  A. 
Harder,  secretary  and  treasurer ;  L.  M. 
Boschert  and  W.  S.  Walker,  assistant 
secretary  and  assistant  treasurer ;  H.  F. 
Haynes,  assistant  secretary.  Mr.  Wool- 
folk  declined  to  accept  election  to  the 
position  of  the  chairman  of  the  board  or 
as  a  director.  There  will  be  no  change  in 
the  company  policy  and  the  improve- 
ment program  to  the  physical  property 
started  by  Woolfolk  &  Company  will  be 
completed  in  the  next  two  years. 


J.  N,  Shannahan  Mentioned 
for  Omaha  Post 

According  to  Omaha  newspapers, 
J.  N.  Shannahan,  former  president  of 
the  Newport  News  &  Hampton  Rail- 
way, Gas  &  Electric  Company,  New- 
port News,  Va.,  is  being  considered  for 
election  to  the  presidency  of  the  Omaha 
&  Council  Bluffs  Street  Railway, 
Omaha,  Neb.  If  he  were  chosen  Mr. 
Shannahan  would  succeed  in  that  post 
Fred  Hamilton,  long  a  banker  but  a 
man  who  becau.se  of  his  other  affilia- 
tions finds  it  impossible  to  give  to  the 
duties  of  his  position  with  the  railway 
the  time  and  attention  they  rightfully 
deserve. 

When  he  was  asked  about  the  matter 
in  New  York  on  Nov.  4  Mr.  Shanna- 
han said  that  it  was  true  negotiations 
were  in  progress  for  his  going  to  Omaha 
in  the  capacity  of  president,  but  that 
nothing  definite  had  been  determined. 


Christian  J.  Laurisch,  an  attorney 
of  Mankato,  has  been  appointed  a  mem- 
ber of  the  Minne.sota  Railroad  and 
Warehouse  Commission  by  Governor 
Theodore  Christenson  effective  on  Jan. 
1,  1928,  upon  the  resignation  of  Ivan 
Bowen. 


OBITUARY 


David  Williams 

David  Williams,  former  president  of 
the  David  Williams  Company,  pub- 
lishers of  the  Iron  Age,  died  on  Oct.  28. 
He  was  85  years  old.  Mr.  Williams  was 
l)orn  in  Waterford,  Ireland,  but  came 
to  this  country  with  his  father,  John 
Williams,  when  only  nine  years  old. 
After  his  graduation  from  Middletown 
Academy  in  1857,  he  associated  himself 
with  his  father  in  the  publishing  of  the 
Iron  Age.  which  John  Williams  had 
established  two  years  before.  Eleven 
years  later  David  Williams  assumed 
control  of  the  periodical. 

Mr.  Williams  retired  from  the  presi- 
dency of  the  David  Williams  Company 
in  1909.  He  had  been  president  of  the 
American  Trade  Press  Association  and 
also  of  the  Federation  of  Trade  Press 
Associations  in  the  United  States. 


H.  Gordon  Gilpin,  former  general 
manager  of  the  Ohio  Electric  Railway, 
Springfield,  Ohio,  before  it  became  seg- 
regated into  various  smaller  units,  died 
recently.  In  that  position,  he  succeeded 
A.  BenHam.  Mr.  Gilpin  had  served 
as  assistant  general  manager,  with  of- 
fice at  Lima,  for  six  years.  Previous 
to  that  he  was  connected  with  the 
operating  department  of  the  Cincinnati 
Traction  Company,  part  of  the  time  as 
assistant  superintendent.  He  was  also 
associated  with  the  late  W.  Kesley 
Schoepf  for  about  ten  years,  serving 
under  him  in  Washington,  D.  C.  Prior 
to  his  connection  with  the  Cincinnati 
Traction  Company  Mr.  Gilpin  had  been 
identified  with  the  Mill  Creek  Valley 
Electric  Railwav. 


886 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.l9 


I 


Manufactures  and  the  Markets 


=ete!^S=: 


In  continuing,  he  suggests  to  the  pub- 
lic that  ride  car  No.  325  to  "be 
sure  to  get  a  card,  fill  it  in  and  return 
it  to  the  conductor." 


^600,000  for  Minneapolis 
Extension 

Extensions  by  the  Minneapolis  Street 
Railway,  Minneapolis,  Minn.,  submitted 
to  the  City  Council  for  1928  will  cost 
$600,000.  Among  them  are  extensions  of 
the  Chicago  Avenue  line  from  48th  to 
54th  Street,  into  Richfield,  which  was 
recently  annexed  to  the  city ;  Blooming- 
ton  Avenue,  France  Avenue,  Monroe 
Street,  northwest  terminal  lines  as  may 
be  determined  and  the  double  tracking 
of  the  West  Broadway  line  to  the  city 
limits.  Much  preliminary  grading  will 
be  required  on  some  lines.  Other  ex- 
penditures will  be  for  paving  between 
tracks,  replacing  rails  and  other  work. 


of  these  different  sample  seats  and  running 
it  up  and  down  the  line. 

In  this  car  there  are  six  different  types 
of  the  latest  developments  in  interurban 
seats.  We  are  asking  our  friends  who 
travel  with  us  to  try  out  these  seats,  which 
are  all  numbered  plainly.  The  conductor 
on  No.  325  has  some  cards  with  spaces  for 
you  to  use  in  telling  us  the  number  of  the 
seat  the  riders  like  best. 

There  is  also  space  for  remarks  as  to 
the  seating  arrangement,  spacing,  and  so  on, 
which  might  make  our  service  more  com- 
fortable. 


Twelve  Cars  to  Be  Ordered 
for  Knoxville 

An  order  for  twelve  new  cars  will 
be  placed  immediately  by  the  Knox- 
ville Power  &  Light  Company,  accord- 
ing to  a  recent  announcement  by  Col. 
C.  H.  Harvey,  president  of  the  com- 
pany, it  is  reported.  The  cars  will 
cost  approximately  $150,000.  They  are 
intended  for  operation  on  the  Lonsdale, 
Lincoln  Park  and  Fountain  City  lines. 


Virginia  Electric  &  Power 
Extending  Belmont  Avenue  Line 

Work  has  been  started  on  a  $63,000 
extension  to  the  Belmont  Avenue  street 
car  line  of  the  Virginia  Electric  & 
Power  Company,  Richmond,  Va.,  to 
take  care  of  the  transportation  require- 
ments of  the  west  end  territory  lying 
west  of  Byrd  Park.  The  extension  will 
be  completed  by  Jan.  1.  Plans  call  for 
the  laying  of  4.200  ft.  of  double  track. 
F.  Carter  Womack,  the  company's  engi- 
neer in  charge  of  maintenance  of  way, 
will  direct  the  work. 


Employ  merit  in  Manufacturing  Industries 
Showed  Upward  Trend  in  August 

One-tenth  of  1  per  cent  increase  in  August,  1927,  as  compared 

with  July.     Data  on  car  building  and  electric 

railroads  employment  given 


EMPLOYMENT  in  the  manufactur- 
ing industries  increased  one-tenth 
of  1  per  cent  in  August  as  compared 
with  July  and  payrolls  increased  2.1  per 
cent,  according  to  the  last  labor  report 
of  the  bureau  of  statistics  of  the  United 
States  Department  of  Labor.  "The 
easing  off  of  the  vacation  season  and 


London  Subways  to  Spend 
^12,500,000   on  Equipment 

The  London  Underground  Electric 
Railways  has  just  announced  a  program 
costing  $12,500,000  for  improvements. 
This  sum  will  be  spent  during  the  next 
two  years  in  the  purchase  of  new  cars 
and  equipment  for  its  underground  lines. 
The  step  is  in  the  interest  of  economy 
of  operation. 

• 

Passengers  to  Decide  Type  of 
Car  Seat  for  Interurban 

Citizens  of  Dallas,  Tex.,  and  vicinity 
will  have  an  opportunity  to  let  the  Texas 
Electric  Railway  know  what  type  of  car 
seat  they  prefer  for  interurban  use. 

The  Texas  Electric  Railway,  operat- 
ing interurban  lines  from  Dallas  to 
Denison,  Dallas  to  Waco  and  Dallas  to 
Corsicana,  is  said  to  plan  to  go  to  its 
patrons  to  obtain  this  information. 
James  P.  GriflSn,  vice-president  in 
charge  of  operation,  examined  different 
types  of  interurban  seats  now  being 
manufactured  and  has  fitted  up  a  car 
with  several  of  them. 

In  anticipation  of  the  plan  being  put 
into  operation,  Mr.  Fewell,  general  pas- 
senger agent,  is  reported  to  have  said : 

We  did  not  want  to  decide  which  type 
is  best  without  taking  our  patrons'  wishes 
into  consideration.  So  we  hit  upon  the 
plan  of  equipping  our  car  No.  325  with  all 


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July 

Aug 

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od 

Nov. 

Dec. 

Employment   and   payroll   charts  from 
"Monthly   Labor   Review" 


the  completion  of  July  inventory  taking 
and  repairs,"  says  the  report,  "account 
in  part  for  these  increases,  although  a 
well-defined  upward  trend  appeared  in 
several  industries.  The  level  of  employ- 
ment in  August,  1927,  nevertheless,  was 
3.6  per  cent  lower  than  in  August,  1926, 
and  pavroll  totals  were  3.8  per  cent 
lower."' 

The  bureau  of  labor  statistics  weighted 
index  of  employment  for  August,  1927, 
is  reported  as  87.4,  as  compared  with 
87.3  for  July,  1927;  89.1  for  June,  1927, 
and  90.7  for  August,  1926 ;  the  weighted 
index  of  payroll  totals  for  August,  1927, 
is  91.0,  as  compared  with  89.1  for  July, 
1927 :  93.3  for  June,  1927,  and  94.6  for 
August,  1926.  The  report  for  August, 
1927,  is  based  on  returns  made  to  the 
bureau  of  labor  statistics  by  10,918 
establishments  in  54  of  the  principal 
manufacturing  industries.  These  estab- 
lishments in  August  had  3,028,729  em- 
plovees  whose  combined  earnings  in  one 
week  were  $80,566,040.  Thirty-two  of 
the  industries  had  more  employees  in 
August  than  in  July  and  40  industries 
reported  increased  payrolls.  The  iron 
and  steel  industry  showed  1.2  per  cent 
drop  in  employment,  with  an  increase  of 
4.9  per  cent  in  payroll  totals.  Car  build- 
ing and  repairing  electric  railroads, 
based  on  reports  from  383  establish- 
ments, showed  the  number  on  the  pay- 


. Geographic  Division 

Mid-  East  West                    East      West 

New        die  North  North  South  South    South 

United     Eng-     Atlan-  Cen-  Cen-  Atlan-  Cen-       Cen- 

InduBtry                      States,     land,        tic,  tral.      tral,  tic,  tral,        tral, 

Cents     Cents     CenU  Cents  Cents  Cents  Cents     Cents 

Electrical  machinery,  appa- 

rat^andsuppUes: ^^^       ^^^       ^^^  ^^^       ^^  ^  ^„  „       

Hi"h 61.0       48.0       51.0  61.0       40.0  40.0        

A  vwage'.  ■.'.'.;: '♦4.2       42.8       41.6  49,2       37.5  40.0       

Public  utilities:* '                            ^^^  ^^  ^       ,„  „  j„           ^S.O       27.0 

High 71    5       71.5       63.0  60.0       40.0  45.0       40.0       35.0 

Average:.'...:.: 39.8       47.4       45.5  45.9       33.4  32.9       29.1       29.2 

*  Including  street  railways,  gas  works,  waterworks,  and  electric  power  and  light  plants. 


Moun- 
tain, 
Cents 


35.0 
40.0 
36.7 


Pacific, 
Cents 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


887 


roll  as  of  July,  1927,  as  25,420,  as  com- 
pared with  25,543  for  August.  This 
was  a  per  cent  of  change  of  +0.5.  For 
July,  1927,  there  was  a  $768,549  pay- 
roll, as  compared  with  $784,515  for 
August,  1927,  a  +2.1  per  cent  of 
change. 

A  comparison  of  the  employment  and 
payroll  totals  in  August,  1927,  against 
those  of  August,  1926,  reveals  that  em- 
ployment in  manufacturing  industries 
was  3.6  per  cent  lower  in  August,  1927, 
than  in  August,  1926,  and  that  payroll 
totals  were  3.8  per  cent  lower.  The  per 
cent  of  change  in  the  car  building  and 
repairing  for  electric  railroads  for 
August,  1926,  and  August,  1927,  respec- 
tively, shows  as  follows :  +3.5  per  cent 
and  +2.2  per  cent.  Per  capita  earn- 
ings in  the  electrical  machinery  appa- 
ratus and  supplies  industry  for  August. 
1927,  as  compared  with  the  preceding 
month  and  August,  1926,  are  as  follows  : 
July,  1927,  3.9;  August,  1926,  1.4.  For 
the  car  building  and  repairing  electric 
railroad  industry  the  per  cent  of  change 
for  August,  1927,  as  compared  with 
July,  1927,  was  +1.6,  and  in  August, 
1926  —1.3. 

The  car  building  and  repairing  elec- 
tric railroads  industry  out  of  a  total 
number  of  383  establishments  reporting 
from  July  15  to  August  15  shows  one 
increase  in  wages  affecting  65  employ- 
ees. The  electrical  machinery  apparatus 
and  supply  industry  with  75  plants  re- 
porting shows  one  increase  affecting 
nineteen  employees.  The  percentages  of 
increase  in  the  wage  rates  were  16.7 
per  cent  and  5.0  per  cent  respectively. 

Turning  to  another  section  of  the  re- 
port, there  is  found  some  interesting 
data  on  entrance  wage  rates  for  com- 
mon labor  as  of  July  1,  1927.  Accord- 
ing to  the  report,  the  term  "common 
labor"  has  many  interpretations  among 
different  industries  and  even  among  dif- 
ferent localities  or  plants  in  the  same 
industry.  Owing  to  these  difficulties  in 
the  way  of  securing  comparable  data 
as  to  wage  rates  for  common  labor,  the 
bureau  of  labor  statistics  has  confined 
these  statistics  to  entrance  rates  alone ; 
that  is,  the  data  here  presented  are  ba.sed 
on  the  rate  of  pay  per  hour  given  un- 
skilled male  adult  common  laborers 
when  first  hired. 

The  survey  is  limited  to  thirteen  im- 
portant industries  which  supplied  the 
principal  number  of  common  laborers. 
Some  establishments  have  reported  two 
rates ;  for  example,  one  for  a  ten-hour 
(lay  and  one  for  an  eight-hour  day,  or 
one  for  white  and  one  for  colored  or 
Mexican  workers.  Incidentally,  the  re- 
port shows  that  there  were  15,989  com- 
mon laborers  employed  bv  public  utili- 
ties as  of  July  1,  1927.  The  weighted 
average  entrance  rates  per  hour  of  all 
industries  covered,  including  general 
contracting,  have  been  as  follows : 

July  I,  1926 42.8 

Oct.  1,  1926 43.4 

Jan.   1,  1927 43  2 

July  1,  1927 42.6 

Continuing,  the  report  says:  "Omit- 
ting the  data  for  general  contracting, 
which  was  firs'  included  in  ihese  com- 


pilations on  July  1,  1926,  average  en- 
trance rates  per  hour  for  the  periods 
studied  have  been  as  follows : 

Cents 

Jan.    1,1926 40.2 

April  1,  1926 40.5 

July    1,1926 40.9 

Oct.    1,1926 40.9 

Jan.    1,1927 41.0 

July    1,1927 40.4 

The  accompanying  tables  show  for 
each  industry  the  high,  low  and  average 
entrance  rates  per  hour  in  each  geo- 
graphic division  and  in  the  United 
States  as  a  whole. 


Shipment  of  Four  Cars  to 

Carolina  Power  8C  Light 

Completed 

Shipment  of  the  four  special  safety 
motor  cars  for  the  Carolina  Power  & 
Light  Company,  Ra'eigh,  N.  C,  was 
recently  completed,  'i  he  order,  placed 
with  tine  J.  G.  Brill  Company  on  July 


Weights: 

Car  body 1 1,940  lb. 

Trucks 5,640  lb. 

Kquipment 4,586  lb. 

Total 22,166  1b. 

Length  over  all 32  ft.  lOJ  in. 

Length  over  body  posts 20  ft.    6i  in. 

Truck  wheel  base 9  ft.    0    in. 

Width  over  all 8  ft.    5    in. 

Height,  rail  to  trolley  base 10  ft.    7J  in. 

Window  post  spacing 29  in. 

Body All  steel 

Roof Arch 

Air  brakes Westinghouse 

Armature  bearings Plain 

Axles A.S.T.M.    spec.    A-20-21    annealed 

Car  signal  system Faraday 

Conduit Flexible 

Control G.E.  "K"  double  end 

Couplers Portable 

Curtain  material Pantasjte 

Destination  signs Keystone 

Doors End,     folding 

Fare  boxes Cleveland,  model  5 

Finish Paint 

Floor  covering Painted 

Gears  and  piniDns G.E.  grade  M 

Glass Double-thick     American 

Hand  braKes Brill  vertical  handle 

Hand  straps Rico  No.   2 

Heaters Gold  single  coil  truss  plank 

Headlights Golden    Glow    SM     95 

Interior  trim Mahogany 

Journal     bearings Plain 

Lamp  Bxtures G.E.  009 

Motors Four  G.E.-265  A,   35  hp. 

Painting    scheme Yellow 

Roof  material Wood  covered  with  canvas 

Safety    car    devices Safety    Car    Devices    Co. 

Seats BriU     201 

Seat  spacing 29  in. 

Seating    material Rattan 

Slack  adjusters BriU  air-operated 

Steps Folding 

Step  treads Wood  with  Feralun 

Trolley     catchers Ohio     Brass 

Trolley  base U.  S.  No.   3-E 

TrucKs Brill  79-E-2 

Ventilators Brill     exhaust 

Wheels,  type 27-in,  rolled  steel 

Wheelguards H.B. 

Special  devices National  Pneumatic  door  and 

interlocidng  switches 


^,j|j||— ^                     _  Copper  Strong,  Zinc  Breaks 

'  Sales  of  copper  both  in  the  United 
States  and  abroad  have  been  better  than 
was  generally  expected,  with  the  result 

11  '7/1^ •'■^  that  the  price  situation  is   firmer  than 

'  oMl^^lHHki  for  weeks,  with  mo.st  sellers  out  of  the 

,    ,     ,           ,  market  at   their   long-held   quotation   of 

Interior  view  of  one  of  the  four  safety  cars  jjj   ^^^^^^  delivered  Connecticut.      Lead 

built    for    the    Carohna    Power    OC    iJgnt  ,             ,     ,                           j             „    u„t      t,.,* 

Company,  Raleigh,  N.  C.  ^ema"^    l«s    improved    soniewhat,    but 

the  price  is  no  better.    Zinc  has  been  the 

.  .       ,      ^                 r  weak  sister  among  the  metals,  last  week's 

16,  was  announced  in  the  Journal  for  ^^^^^  ^g,„^  g  ^^^^^^    gf    LouJ^    having 

Aug.  13.  continued,  with  the  54-cent  level  reached 

The  cars  are  of  the  one-man,  double-  j^j^^    j 

end,  single-truck  type  with  Brill  79-E-2  y[^^[  ^f  j^e  copper   sold  in  the  last 

trucks.    They  are  32  ft.  10^  in.  over  all.  ^,^^^  j,^^  ,,gg„  between  13.20  and  13.25 

weigh    14,000   lb.    and   have    a   seating  ^g^fg^  delivered  Valley,  though  one  small 

capacity  of  40.  jot  ^ent  out  as  low  as  13.175  cents.   Dur- 

The    specifications    as   given   by    the  j,,^  j^e  week  a  good  tonnage  was  sold 

Brill  company  are  appended:  in' the   Middle  West  at  .slightly  higher 

Number  of  units 4  prices  than  would  be  represented  by  the 

'"^''''"'""'■••■""'^""■rubTee'nrsTnlfetrui'k  usual   i   cent   differential,    bringing   the 

Seating  capacity 40  f.o.b.  refinery  price  average  up  to  13.025 

g^eS  ordr'°'^; :;.■;; :;.■;. •;;:;. '.iSy  if  I92'7  cents.     On  Nov.  2  a  good  tonnage  was 

Date  of  deUvery Sept.  27,  1927  sold   at    13i   cents    delivered   at    usual 


Four  safety  cars  of  th's  type  for  the  Carolina  Power  &  Light  Company 


888 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No. \9 


Four  Interurban  Units  Ordered  by  Kansas  City,  Leavenworth  8C  Western 


\< ■■  • - • 25'-6"Trock  centers  - ..----...>{  'S^^IV/^eMcse 


M 


Ltngfh  overall  4S'-i" -■- -,--»- - - - -  - -X 

-  -Lengfh  over  dashers  *4-4r- - 


10 Spaces  Co)  2-9" >k.>;iK-  2^9' 


BBBBl 


\Conf roller 


Engimvi 
valve 


B   Main  Passenoer  Compari-men+  Ckxrahrs*  /n 


BEBB 


k- -jif"  ->Wi>i    Hot  air    i 
13^''         heater-' 


'•  Coal  box 


Following  are  specifications,  seating 
plan  and  elevation  for  the  four  one-man, 
interurban,  semi-steel  cars  ordered  on 
July  20  for  the  Kansas  City,  Leaven- 
worth &  Western  Railway,  Kansas  City, 
Kan.  This  order,  which  was  placed 
with  the  American  Car  Company,  St. 
Louis,  was  announced  in  Electric 
Railway  Journal  for  Aug.  13.  The 
cars  will  be  painted  in  a  color  scheme 
of  blue,  ivory  and  red,  the  colors  to  be 
used  on  the  roof,  center,  bottom  and 
letter  board  respectively.  Four  GE-247 
inside-hung  motors  will  furnish  the 
power  and  the  bodies  will  be  mounted 
on  Brill  177-E-l  trucks.  A  spacious 
smoking  compartment  of  observation 
car  design  will  be  one  of  the  outstanding 
features  of  these  cars. 


'Hot  air  conduit 


Number  of  units Four 

Type  of  unit .  .  One-man,  motor,  passenger,  single  end, 

double  truck 

Number  of  seats 47 

Builder  of  car  body American  Car  Company, 

St.  Louis,  Mo. 

Date  of  order July  20 

Length  over  all 45  ft.  6  in. 

Length  over  body  posts 34  ft.  8  in. 

Truck  wheelbase 5  ft.  4  in. 

Width  over  all 8  ft.  81  in. 

Height,  rail  to  trolley  base 10  ft.  8  in. 

Window  post  spacing 33  in. 

Body Semi-steel 

Roof .\rch 

-Air  brakes G.  E.  straight 

Car  signal  system Faraday 

Compressors CP-27 

Conduit Flexible 

Control K-75 

Couplers American  Car  Co. 

Curtain  fixtures Curtain  Supply  Co. 

Curtain  material Pantasote 

Destination  signs Hunter 

Door  mechanism American  Car  Co. 

Doors End 

Finish Enamel 


seat 
Jkxiroper- 

ating  handle 

Hand  brake'/. 


Step  opening  covered  !<  -  J'  -   ->i 
vtith  shroud 

Floor  covering Rubber  tiling 

Gears  and  pinions G.  E. 

Glass D.  S.  A. 

Hand  brakes Brill  vertical 

Heaters Hot  air 

Headlights G.  E.  luminous  arc 

Headlining Agasote 

Interior  trim Mahogany 

.Journal  bearings Plain 

Lamp  fixtures. . .  ..American  Car  Co.  indirect  lighting 

Motors Four  G.  E.-247,  inpide  hung 

Painting  scheme.  .  Blue  roof,  ivory  center,  red  bottom, 

and  letter  board 

Roof  material T.  A  G.  board 

Sash  fixtures Schechter  post  casing 

Seats Brill  bucket  type 

Seat  spacing 33  in. 

Seating  material I.«ather 

Steps Stationary 

Step  treads Kass  safety 

Trolley  catchers Eclipse 

Trolley  base Ohio  Brass 

Trolley  wheels Ohio  Brass 

Trucks Brill  1 77-E- 1 

Ventilators American  Car  Company 

Wheels 26-in.  rolled  steel 

Wheelguards .Steel  pilot 


Eastern  points,  but  a  general  advance  in 
quotations  was  made  to  13|  cents,  at 
which  price  some  business  was  also 
booked.  The  foreign  price  was  advanced 
to  13.70  cents  Nov.  2,  after  an  excel- 
lent week's  business  at  13.60  cents. 


METAL,  COAL  AND  MATERIAL  PRICES 
F.  O.  B.  REFINERY 

MeUls— New  York  Nov.  1,  1927 

Copper,  electrolytic,  cents  per  lb 13. 025 

Copper  wire,  cents  per  lb 15  25 

Lead,  cents  per  lb 6.  225 

Zinc,  cents  per  lb 5  787 

Tin,  Straits,  cents  per  lb 57 .  50 

■ttnmlnoua  ComI,  f.o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons $4. 10 

Somerset  mine  run,  Boston,  net  tons I    825 

Pittsburgh  mine  run,  Pittsburgh,  net  tins. .  i .  825 
Franklin,  111.,  screenings,  Chicago,  net  tons  1  .575 
Central,  111.,  screenings,  Chicago,  net  tons.  t .  125 
Kansas  screenings.  Kansas  City,  net  tons. ..       2  30 

Matcriali 

Rubber-covered    wire,    N.  Y.,  No.  14,  per 

1,000  ft $5.50 

Weatherproof  wire  base,  N.Y.,  cents  per  lb.  16.00 
Cement,  Chicago  net  prices,  without  bags ...        2 .  05 

Linse-d  oil  (5-bbl.  lots),  .N.  Y.,  cents  per  lb..  10.6 
White  lead  in  oil  ( lOO-lb.  keg),  N.  Y.,  cents 

parib 13.75 

Tnrpwitine  (bbl.  loU),  N.  Y.,  per  (al $0  58 


A  fair  volume  of  buying  at  unchanged 
prices,  for  the  most  part,  has  char- 
acterized the  lead  markets  during  the 
week.  The  American  Smelting  &  Re- 
fining Company  continued  to  maintain 
its  official  price  for  the  New  York  terri- 
tory at  6.25  cents. 

In  the  Middle  West  the  leading  inter- 
est, possibly  encouraged  by  a  slight  up- 
ward tilt  in  the  London  market,  quoted 
6.025  cents  and  got  it  on  several  orders. 
However,  the  price  was  reduced  the  fol- 
lowing day,  and  6  cents  was  the  prevail- 
ing price  on  Nov.  2. 

The  zinc  market  continues  disap- 
pointing, both  from  the  producing  and 
consuming  standpoints. 

Spot  lots  of  high-grade  continue 
nominally  at  7\  cents.  Prime  Western 
in  New  York  is  at  the  customary  dif- 
ferential of  35  cents  per  100  lb.  above 
St.  Louis  quotations. 

With  the  bears  apparently  in  the 
ascendency  in  the  London  tin  market, 
and  every  one  expected  further  declines, 
buyers  in  the  domestic  market  naturally 
have  confined  their  purcha.ses  to  im- 
mediate requirements  only.     The  price 


has  sagged  each  day  and  with  London 
cables  off  27  s.  6  d.  Nov.  2,  spot  Straits 
is  available  at  56|.  December  is  about 
\  and  January  about  \  cent  lower. 


TRADE   NOTES 

Whiting  Corporation,  Harvey,  111., 
announces  the  death  of  its  vice-president 
and  director  of  sales,  Norman  Spear 
Lawrence,  Wetlnesday,  Oct.  26,  1927, 
of  pneumonia.  Mr.  Lawrence  was  born 
May  9,  1882,  at  Chicago,  111.,  and  was 
educated  in  the  schools  of  Chicago.  He 
was  graduated  from  Cornell  University 
in  the  class  of  '04  as  a  mechanical  engi- 
neer, and  shortly  after  entered  the  em- 
ploy of  the  W^hiting  Corporation,  Har- 
vey, 111.,  as  an  estimator,  becoming  suc- 
cessively chief  estimator,  assistant  sales 
manager,  vice-president  and  director  of 
sales.  During  the  past  few  years  Mr. 
Lawrence  was  also  president  of  the 
Swenson  Evaporator  Company,  which 
is  a  subsidiary  of  the  Whiting  Cor- 
poration. 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


23 


The  biggest  accident 
reserve  fund  in  the  country 


What  might  have  happened  is  an  intangible  quantity — diffi- 
cult to  pin  down  to  a  total  of  dollars  and  cents.  Still  you  can 
gain  an  approximate  idea  by  totaling  the  costs  of  accidents 
due  to  the  failure  of  ordinary  hand  brakes  to  meet  the 
emergency. 

It  is  on  this  line  of  reasoning  that  railway  officials  the 

country  over  have  long  since  come  to  regard  Peacock 

Staffless  Brakes  as  a  huge  accident  reserve  fund — a 

total  beyond  compilation  because  what  might  have 

happened  never  does  when  the  motorman  swings 

into  timely  action  with  his  dependable  Peacock 

Staffless  Brake.  A  Peacock  Staffless  will  not 

clog  or  jam  no  matter  how  much  slack  chain 

there  is  to  take  up. 


The 
"Peacock" 

(Reg-.  U.  S.  Pat.  Off.) 

Staffless 


National  Brake  Company 

890  Ellicott  Square,  Buffalo,  N.  Y. 

Canadian   Representative 
Lyman  Tube  &  Supply  Co.,  Ltd.,  Montreal,  Can. 


24 


ELECTRIC  RAILWAY  JOURNAL 


November  5,  1927 


Doable  Stationary  Chair 

Without  Armrest 


No.  393-A 
Walkover     Seat     with     deep 
springedere     divided     cushion 
and    divided   concave   spring-- 
edee  back. 


Seats  for  modern  city  cars 


To  provide  city  service  that  has  rider 
appeal — service  that  can  compete  on  an 
equal  basis  with  other  forms  of  trans- 
portation— is  an  ever  perplexing  prob- 
lem for  many  railways. 

Excellent  examples  of  how  Hale  & 
Kilburn  Seats  have  helped  to  solve  this 
problem  for  two  companies  are — 

The  No.  900-D  Chairs  installed  in  the 


ten  new  Cincinnati,  Hamilton  &  Dayton 
city  cars. 

The  No.  392-A  Seats  installed  in  the 
fifty  new  cars  for  the  Worcester 
(Mass.)   Consolidated  Railway. 

If  you  are  planning  a  new  car  or  a  re- 
habilitation program  it  will  pay  you  to 
investigate  the  complete  line  of  H  &  K 
Seats. 


One  of  our  representatives  will  be  glad  to  consult  with  you  at  any  time. 
HALE  8C  KILBURN  COMPANY 

General  Offices  and  Works:    1800  Lehigh  Avenue,  Philadelphia 


SALES  OFFICES: 


Hale  &  Kilburn  Co.,  30  Church  St..  New  York 

fiale  &  Kilburn  Co.,  McCormick  Bldg.,  Chicago 

E.  A.  Thorowell,   Candler  Bldg..  Atlanta 

Frank  F.  Bodler,  903  Monadnock  Bldg.,  San  Francisco 


T.  C.  Coleman  &  Sons,  Starks  Bldg..  IfOulsvlUe 
W.  L.  Jefferies,  Jr.,  Mutual  Bldg.,  Richmond 
W.  D.  Jenkins,  Praetorian  Bldg.,  Dallas,  Texas 
H.  M.  Euler,  146  N.  Sixth  St..  Fortland.  Oregon 


Kafe  and 
fCff  byrn 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


Su|>er  dimensions— sjiecial  rubber  compound.  Extra  tough,  heavy  duty, 
anti-skid  tread.  Long-wearing,  "non-rippiing."  Sideu>alls,  same  stock  as  tread 
and  heavily  re-enforced.  A  ^^^^g^^^g^^^^^  pneumatic  tire  especially  de- 
signed bythemakerof  the  ^.^-d^^^^^^^^^^^^^te^^  /'''<'  cord  tire  in  America 
—for  bus,  truck  and     jml     tBrW^^tlr^^^^KS^S^     heavy  duty  service* 


25 


Profit. .  •  from  every 
point  of  design! 

Every  word  in  those  five  lines  of  small  type  above 
has  a  meaning  in  the  profit  of  the  users  of  Good- 
rich Heavy  Duty  Silvertowns. 

It  is  because  the  design  is  right— the  materials  are 
right  for  every  purpose— the  tread  is  right— the 
whole  tire  is  right— that  leading  fleet  operators 
are  making  profits  from  Silvertowns— profits  in 
savings  of  mileage  costs,  profits  from  elimination 
of  delays,  profits  from  increased  patronage— good 
reputation  for  service,  built  by  these  tires. 

THE:B.F.GOODRICHRUBBERCOMPANir.£s(abftehedf870,Akron,OIllO 
In  Canada:  Canadian  Goodrich  Company.  Kitchener.  Ontario 

Goodrich 

HEAVY    DUTY 

Silvertowns 

HIGH  PRESSURE  OR  BALLOON 


26 


ELECTRIC  RAILWAY  JOURNAL 


November  5,  1927 


One  Industrial  Advertiser 

captured  40%  of  a  rich  mar\et 


FIVE  years  ago  an  important  industrial  change 
appeared  on  the  horizon.  It  meant  a  new 
market  and  new  profits.  At  that  time  it  was  any' 
body's  market,  a  new  field  for  all,  with  no  estabc 
lished  leader. 

A  score  of  producers  saw  the  opportunity,  but 
one  alert  manufacturer  nominated  himself  for  the 
post  of  leadership.  During  the  period  when 
buyers  were  testing,  comparing  and  experiment' 
ing  with  his  and  competing  products,  this 
manufacturer  dominated  buyers'  thoughts  by  the 
forceful  use  of  Industrial  Advertising. 

By  so  doing,  this  manufacturer  "beat  the  gun"  in 
the  rush  to  the  new  field  of  profits.  In  1926,  after 
four  years  of  Industrial  Advertising,  46  per  cent 
of  all  buyers  in  this  particular  field  were  his 
customers.  His  output  constituted  40  per  cent  of 
all  sales  to  this  market  last  year.  Over  the  four' 
year  period,  when  competitors  were  fluctuating 
up  and  down  in  rank,  strong  Industrial  Advertis' 
ing  kept  this  one  manufacturer  entrenched  in  the 
lead. 

Industrial  Advertising 
vs.  "Using  Space'' 

His  competitors  also  advertised  but  this  manu' 
facturer  continuously  used  the  most  effective 
space  units  of  Industrial  Advertising  to  win  this 
new  industry's  recognition  of  his  product.  His 
advertising  appropriation  was  large  enough  each 
year  to  carry  on  the  leadership  job  originally 


mapped  out.  His  copy  reflected  an  intimate 
knowledge  of  the  buyers'  problems  and  talked 
their  language.  There  was  no  stinting  of  effort  in 
obtaining  and  presenting  vital  performance  facts. 
Industrial  advertising  men  combed  the  field  for 
data  before  the  advertising  copy  was  prepared. 

This  advertising  was  published  almost  exclusively 
in  two  McGraw'Hill  Publications  that  are  recog' 
nized  for  the  vital  guidance  and  help  they  have 
given  to  the  industry  that  constituted  this  manu' 
racturer's  market. 

In  this  case  the  persistent  use  of  liberal  space  was 
true  economy  and  extremely  effective.  It  not  only 
hastened  the  industrial  change  and  gained  for  the 
manufacturer  that  much'desired  buyers'  recogni' 
tion,  but  it  is  now  enabling  him  to  hold  the  lead 
and  advance  to  still  greater  sales  volume. 

Details  Differ, 

But  7S[ot  Fundamentals 

Your  industrial  selling  problem  may  differ  in 
detail  from  the  case  cited.  One  set  of  circum' 
stances  demands  dominant  Industrial  Advertising 
from  the  start;  another  situation  may  recommend 
a  different  program.  The  proper  procedure  in  any 
case  is  more  easily  determined  when  the  McGraw' 
Hill  book,  "Industrial  Marketing  at  Work,"  is 
studied,  and  its  basic  principles  applied.  This 
book  is  based  on  a  study  of  numerous  cases  in 
which  the  Four  Principles  of  Industrial  Marketing 
have  been  used. 


If  your  markets  lie  within  any  field  of  industry  broader  than 
your  strictly  local  territory,  a  McGraw-Hill  representative 
will  be  glad  to  discuss  this  study  and  leave  with  you  or  your 
advertising  agent  a  complimentary  copy.  Your  request 
should  be  directed  to  the  nearest  McGraW'Hill  office. 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


27^ 


-.v-:-^.'-^*>-->¥'-^-"- ■' 


This  aivertxsement  is  being  /published  in  the  McGram-Hill 

Publications,  Printers  In);  Monthly,  Aduertising  and 
Selling,  Class  and  Industrial  Marketing,  Finance  and 
Industry,  Standard  Rate  and  Data  Seruice,  J^ew  Torif 
Times,  Ihlew  Tor\  Herald  Tribune,  Boston  Tiews  Bureau 
and  Chicago  Journal  of  Commerce. 


Electrical 

ELECTRICAL  WEST 
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Cmstruction  &  Civil  Engineering 

ENGIN)EER1NG  NEWS-RECORD 
CONSTRUCTION  MCTHODS 

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POWER 

AMERICAN  MACHINIST 

INDUSTRIAL  ENGINEERING 

CHEMICAL  &  METALLURGICAL  ENGINEEXING 


•KCRAW^IU.  PUBUSHltfG  COMPANY.  INC,  NEW  YOUt,  CHICAGO.  PHIIADEIPMU.  CLEVHAND.  ST.  LOUIS.  SAN  fHANCISCO.  lONDON.   PUBUSHE15  OF 

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ItEYSTONE  COAL  MINING  CATALOG         McGIAW  ELECTRIC  RAILWAY  DIRECTOUT 

KEYSTONE  METAL  QUARRY  CaTAUXJ  METAL  QUARRY  DIRECTORY 

KEYSTONE  COAL  BUYERS  CATALOG    COAL  FIELD  DIRECrTORy 

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BUS  TRANSPORTATION 
ELECTRIC  RAILWAY  JOURNAL 

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28 


ELECTRIC  RAILWAY  JOURNAL 


November  5,  1927 


[Successful  Bus  Lines  are  profiting  from  the  bus  tire  service  deveU  H 
oped  by  Firestone  Dealers  in  cooperation  %vith  factory  engineers    f 


Can  Save  You  Money  and  Serve  You  Better 


Tire  conservation — getting  out  of  tires, 
all  the  mileage  built  into  them  at  the  fac- 
tory— is  an  important  part  of  the  service 
of  Firestone  Dealers.They  have  modern 
repair  equipment,  especially  designed  by 
Firestone,  to  assure  Bus  Lines  quick, 
uniformly  dependable  repair  service. 

Firestone  Dealers  are  trained  in  the 
latest  tire  repair  methods,  at  the  Com- 
pany's Repair  Schools,  conducted  at  the 
Factories  and  in  principal  Branch 
Cities  throughout  the  United  States. 
They  are  experts  in  rebuilding  at 
low  cost,  tires  that  have  been  in- 
jured, protecting  Firestone  users 
from  loss. 


Firestone  Dealers  have  also  had  the  ad- 
vantage of  Tire  Educational  Meetings, 
where,  by  means  of  motion  pictures, 
charts,  tire  samples  and  engineering 
data,  they  learned  details  of  tire  design 
and  construction.  This  keeps  them  up- 
to-date  on  all  matters  of  tire  develop- 
ment— from  the  source  best  qualified 
to  give  it — Firestone. 

The  Firestone  Dealer  is  in  position  to 
give  you  better  service,  for  he  receives 
Firestone  Gum-Dipped  Tires  and 
Steam -Welded  Tubes  direct  from 
the  nearest  of  148  Factory  Ware- 
houses. He  can  save  you  money 
and  serve  you  better. 


AMERICANS  SHOULD  PRODUCE  THEIR 


OWN  RUBBER  .  .    O^^AxviL^pi^AAXriXB^^^l^ 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


29 


BOYERIZE  those  new  cars— 

llraiU'lfliilitl 


Brake  Pins 
Brake  Hangers 
Brake  Levers 
Bushings 
Center   Bearings 
Side  Bearings 
Chafing  Plates 
Manganese  Brake  Heads 
Manganese  Truck  Parts 
McArthur  Turnbuckles 


and  keep  operating  costs  where 
they  belong — way  down! 

Low  maintenance  records  have  been  made  with 
new  car  operation.  But  these  must  inevitably 
rise  as  time  goes  on.  The  degree  of  increase  de- 
pends largely  on  the  parts  with  which  they  are 
equipped. 

BOYERIZE! 

With  modern  Boyerized  parts  you  take  a  decisive 
step  in  the  direction  of  permanently  low  main- 
tenance. In  every  type  of  service  Boyerized  parts     ' 
have  proved  that  they  will  outwear  ordinary  steel 
parts  three  to  four  times. 

Why  not  order  a  few  Boyerized  parts  for  trial? 
You'll  soon  agree  we're  right  in  our  claims. 
Write  for  the  complete  list. 

Bemis  Car  Truck  Company 

Electric  Railway  Supplies 

Springfield,  Mass. 

Representatives : 

Economy  Electric  Devices  Co.,  Old  Colony  Bldjr.,  Chicago,  111. 

F.  F.  Bodler.  903  Monadnock  Bldg..  San  Francisco,  Cal. 

W.  F.  McKenney,  54  First  Street,  Portland.  Ore. 

J.  H.  Denton,  1338  Broadway.  New  York  City.  N.  T. 

A.  W.  Arlin,  773  Pacific  Electric  Bide.,  Los  Angeles.  Cal. 


30 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


Vn 


u-t 


Down  to  the 
Last  Switch 

Thousands  of  miles  of  Electric  Railway  properties 
throughout  the  country  are  now  lubricated  by 
TEXACO  down  to  the  last  switch. 

The  TEXACO  Engineer  recommends  the  kind  of 
oil  or  grease,  and  the  quantity,  to  be  used  for  each  indi- 
vidual unit.  Satisfaction  is  guaranteed  by  an  organiza- 
tion of  unquestioned  standing. 

And  lubrication  worries  are  no  longer  a  part  to  be 
put  up  with. 

Call  on  us  at  any  time  to  survey  your  property  with- 
out obligation  but  with  an  assurance  of  intelligent 
cooperation. 

There  is  a  TEXACO  Lubricant  for  every  purpose. 


THE  TEXAS  COMPANY 

Texaco  Petroleum   Produrts  - 

17  BATTERY  PLACE,  NEW  YORK  CITY 

Department  EN  1 

Om«s~i(rPRiNCiPALXitiES 


fP 


LJ 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


31 


100%  STANDARD 

STARTING  with  the  making  of  our  own  steel 
ingots  (shown  above),  every  process  in  the 
production  of  "Standard"  Steel  Wheels,  Armature 
Shafts  and  Axles  is  conducted  at  our  plant  at 
Burnham,  Pa.  These  vital  parts  are,  therefore, 
100%  "Standard." 


iSi 


STANDARD  STEEL 
WORKS  COMPANY 


PHILADELPHIA,  PA. 

BRANCH  OFFICES: 

CHICAGO 

NEW  YORK 

PORTLAND 

SAN  FRANCISCO 

PITTSBURGH 

ST.  LOUIS 

HOUSTON 

RICHMOND 
WORKS:  BURNHAM,  PA. 

ST.  PAUL 

MEXICO  CITY 

32  ELECTRIC  RAILWAY  JOURNAL  November  5,  1927 


Operating  conditions 

are  unusually  severe 

HITENSO  TROLLEY  WIRE 

HITENSO  Trolley  Wire,  exclusively  an   Anaconda 
product,  combines  high  strength  with  the  least 
possible  sacrifice  in  conductivity. 

Hitenso  "C"  meets  the  strength  requirements  of  the 
A.  E.R.  A.  specifications  for  High  Strength  Bronze,  and 
exceeds  the  conductivity  by  15%.  Hitenso  "A"  meets  the 
specifications  for  Medium  Strength  Bronze  and  exceeds 
the  conductivity  by  15%.  In  terms  of  electrical  eflBciency, 
Hitenso  "C"  is  373^%  better  than  High  Strength 
Bronze,  and  Hitenso  "A",  23%  better  than  Medium 
Strength  Bronze. 

Anaconda  Copper  Mining  Co.— The  American  Brass  Company 

Rod,  Wire,  and,  Cahle.  Products 
General  Offices:  25  Broadway,  New  York         Chicago  Office:  111  W.Washington  St- 

AnacondaWire  Products 


November' 5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


33 


^  Power  that  is  Y)urs 

Vast  ore  ranges,  stripped  and  torn — massive  freighters, 
laden  with  their  plunder — miles  and  miles  of  glistening 
rails — locomotives,  rushing,  puffing — quarries,  rocked  by 
thundering  explosives — coal  mines,  yielding  up  their 
treasure  —  gigantic  furnaces,  belching  flame  —  molten 
metal,  flowing,  splashing;  then  finally  subdued  and 
shaped — perhaps  into  great  beams  to  form  the  skeleton 
of  towering  skyscrapers — perhaps  into  a  minute  shape 
used  in  the  construction  of  a  toy. 

The  control  of  these  tremendous  forces  is  Carnegie 
Service.  Your  telegram,  letter  or  phone-call  sets  this 
vast  machine  in  action. 

That  is  your  power. 

CARNEGIE  STEEL  COMPANY 

PITTSBURGH,  PENNA. 


1881 


34 


ELECTRIC  RAILWAY  JOURNAL 


November  5,  1927 


American  Steel  "-'l^^e 

Company 


FSC 
Bond 


Reliable  Pemrmance 

with  Simplicity  of 

Application 

Here  are  two  of  the  best  all  'round 
welded  bonds  on  the  market.  The 
terminals  are  designed  to  fit  the  rail 
joints  and  are  easy  to  apply.  The 
simplicity  of  application  with  our 
alloy  flux  wire  combined  with  the 
ease  with  which  the  oxy- acetylene 
flame  can  be  manipulated  insures  effi- 
cient and  lasting  attachment  of  these 
Flameweld  Bonds. 
Our  engineers  are  ready  at  all  times 
to  assist  you.  Samples  and  literature 
gladly  furnished  on  request. 


SALES   OFFICES 

CHICAGO  .  208  So.  U  Silk  SirMt  S'*'-  ^'^^^    .    .    .    S06  OGtc  Street    NEW  YORK   .    .    30  CliDrcli  Street    ATLANTA  .    .    101  Muietu  Street    WILKESBA8RE  .    .    MiDeri  BIdf. 

riPVPIANrk           P»L^(.li..  RIJ.  KANSAS  Cnr  .  417  Grand  Arenoe 

tLtVtUlNU  .   .   Kocketelier  BIdf.  OKLAHOMA  CITY                                  BOSTON     .    .     I8S  FrMildiii  Street     WORCESTER    .     .     94  GroTe  Street    DALLAS     .    .     .    Proitoriui  BIdt. 

DETROIT    .    .     Fool  ol  FinI  Street  Firrt  NaUonel  BmL  BIdf. 

CINCINNATI  ..  Uoion  Tniit  BIdf.  BIRMINGHAM  .  Brom-Meri  Bld(.    PITTSBURGH    .    .    .    Frick  BId(.    BALTIMORE  .  32  So.  Clurln  Street    DENVER  .  Tirtt  Nitiond  BuL  BU(. 

MINNEAPOUS  -  ST.  PAUL  MEMPHIS 

MeicUnU  NafI  Bk.  BIdt.,  St.  Pul  Uuoa  aid  Planten  Bank  BIdf .    PHIL/.DELPHIA     .    Wideser BIdf.    BUFFALO    .    .    670 Elficalt  Street    SALTUKECITT.  Walker  Bk.Bldf. 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


35 


The  new  "up  to  the  minute"  street  cars 

recently  built  for  the  Georgia  Railway 

and  Power  Company  of  Atlanta,  Georgia, 

are  all  equipped  with 

Chilled 

Tread  Wheels 

Cost  less  per  ton  mile  and  carry  a 
service  guarantee— Better  Every  Year 


A.  R.  A.  Standards 
650.1b.  Wheel  for  30.ton  Cars        750.1b.  Wheel  for  50-ton  Cars 
700  lb.  Wheel  for  40.ton  Cars        850.1b.  Wheel  for  70-ton  Cars 


ASSOCIATION  OF  MANUFACTURERS  OF  CHILLED  CAR  WHEELS 

1847  McCORMICK  BUILDING     -     CHICAGO 


36 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


The  head  will 
NOT  come  off 

EMPIRE  New  Proc- 
ess   Bolts    are 
made  "cold"  in  their 
entirety — up  to  the 
point  of  heat  treating.  Ex- 
perience has  shown  that  a 
bolt  made  in  this  manner 
is  stronger  in  every  respeft 
than  the  old  "hot"  method 
of  bolt-making.  But  it  has 
taken  years  and  the  experi- 
ence and  skill  ofR.B.&W. 
men  to  find  out  just  how- 
to  make  bolts  "cold."  The 


cold-heading  of  the 
bolt  is  one  of  the 
greatest    of   our 
achievements.    So 
perfectly   has    this    been 
worked  out  that  we  guar- 
antee   the    head    of   an 
Empire  New  Process  Bolt 
will  not  fly  off  under  the 
most  severe  abuse. 

Samples  for  testing  on  request. 


RUSSELL.BURDSALL  &\^^VRD 
®  BOLT©. NUT  COMPANY  ® 

IPORT  CHESTER..N.V. 


Facts  <LAhout  a 
^markable  IBolt 

Its  threads  are  as  accurate 
as  those  of  a  hardened  and 
ground  gauge. 

Its  minimum  tensile  strength 
is  80,000  lbs. 

It  is  cold-headed  yet  the 
head  will  not  come  off. 

It  resists  the  effects  of  mois- 
ture and  dampness. 

It  is  exactly  identical  with 
every  other  Empire  Bolt  of 
the  same  size  and  style. 

It  saves  time  in  assemblyand 
reduces  scrap  to  a  minimum. 


This  is  the  thread  profik 
of  an  Empire  New  Process 
Bolt  as  projected  by  the 
screw  thread  comparator. 


^..qp.  V  CAtu      H..4— 11  f  H.n>.K 


This  is  the  thread  of  a 
hardened  and  ground 
gauge  as  projected  by  the  , 
screw  thread  comparator. 


MPIR 


over  80.000  lbs.  tensile  strength 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


37 


46 


NATJONAL 


SEAMLESS  STEEL 

TROLLEY  POLES 

COMBINE  MINIMUM 
WEIGHT  WITH 
MAXIMUM  STRENGTH 

They  are  manufactured  in  two  standard  grades  designed  to  meet 
the  different  requirements  as  to  strength  and  service  imposed  by 
beam  stresses,  shock,  and  other  conditions  regularly  encountered  in 
trolley  operation,  and  are  thoroughly  tested  before  leaving  the  mill. 

Ask  for  Booklet— The  "SHELBY"  Seamless  Cold  Drawn  Steel 
Trolley  Pole. 

THE  RECOGNIZED  STANDARD  OF  SEAMLESS  STEEL  TROLLEY  POLES 

National  Tube  Company 

Frick  Building,  Pittsburgh,  Pa. 

DISTRICT  SALES  OFFICES  IN  THE  LARGER  CITIES 


38 


ELECTRIC  RAILWAY  JOURNAL 


November  5,  1927 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


39 


After  10y2  years 

running  630,000  miles 


'* 


^^Tool  SteeP^  Gears  and  Pinions  shov^^ 
but  Vs  of  wear  allowable 

Contrast  this  with  two  high  grade  special  quenched  gears  and  pinions 
which  we  put  on  the  same  car  at  the  same  time  for  a  comparative  test. 
Note  the  result. 

"Tool  Steel"  Pinions — 10  1/2  years  show  only  1/3  of  allowable  wear. 
Special  Quenched  Pinions — 6  3/4  years  completely  worn  out. 


On  April  25,  1916,  "Tool  Steel"  and  spe- 
cial Quenched  Gears  and  Pinions  were  put 
on  the  same  car.  In  January  1923,  6^ 
years  later,  the  Special  Quenched  Pinions 

were     completely 
worn     out.       On 


l^^k-j 


November       15, 


1926,  10^2  years  later  an  inspection 
showed  by  micrometer  test  that  the  "Tool 
Steel"  Pinions  were  worn  but  1/3  the  al- 
lowable wear. 

The  result  was  that  another  customer 
standardized  on  "Tool  Steel"  Gears  and 
Pinions. 


st^d^^j^qa^  GEARSano  PINION/" 


THE 
Tool  Steel  Gear  8C 

Pinion  Co. 
CINCINNATI,  OHIO 


40 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


Just  as  the  electric 
railway  companies  have  to 
compile  and  be  guided  by 
exhaustive  statistics  as  to 
peak  loads,  traffic  densities, 
costs  per  mile,  and  so  forth, 
we  must  constantly  keep 
ourselves  informed  as  to 
purchasing  power,  density 
of  population  and  all  vital 
market  information  in 
order  to  maintain  our  ser^ 
vice  as  an  active  asset  of 


I  NCORPORATEO 


CANDLER  BLD6.    NEW  YORK 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


41 


I 


42 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


Netu  Edition 
Now  Ready] 

The  standard  reference  authority  of  the  Electric 
Railway  Industry  now  available  in  a  new,  completely 
revised  edition.  Brought  up  to  date  from  data  gathered 
by  direct  contact  with  the  more  than  1,300  companies 
listed. 

Arranged  in  a  new  type  style  affording  greater  legi- 
bility and  quicker  reference. 

Other  improvements  include  the  geographic  listing  of 
all  Holding  Companies  which  are  indicated  by  a  star  (*) 
in  the  body  of  the  book,  as  well  as  in  the  complete  alpha- 
betical index  of  electric  railway  companies.  All  towns 
reached  by  each  road  are  shown  both  under  the  company 
listing  and  in  their  proper  alphabetical  position.  Refer- 
ence to  any  town  thus  gives  you  the  data  on  all  proper- 
ties in  that  town,  together  with  the  names  of  all  officials 
also  located  there. 

If  you  haven't  sent  in  your  order  for  the  new  Edition  — 
fill  out  the  convenient  memo  on  this  page  and  mail  it 
today! 


PARTIAL  LIST  OF 
CONTENTS 

A  complete  directory  of  the 
electric  railway  companies  in  the 
United  States,  Canada,  Mexico 
and  the  West  Indies. 

Names  and  addresses  of  oflScials 
and  principal  department  heads, 
including  purchasing  agents,  mas- 
ter   mechanics,    supt.    of    power 
plants,  etc. 

Names  of  subsidiary 
bus  companies. 

Names  of  principal 
communities  reached  by 
each  company. 

Names  and  addresses 
and  officers  of  affiliated 
holding  or  controlling 
companies  and  lists  of 
properties  controlled  by 
each. 

Location  of  repair  shops. 

Location  and  the  total  capacity 
of  power  plants. 

Mileage  of  the  road,  owned, 
leased  and  trackage  rights. 

Gage  of  track. 

Number  and  kind  of  cars  used. 

Number  of  buses  operated. 

Number  of  garages,  capacity 
and  their  location. 

Rates  of  fare. 

Transmission  and  trolley  volt- 
ages. 

Officers  and  executive  commit- 
tees of  Electric  Railway  Associa- 
tions. 

Commissioners  and  principal 
assistants  of  National  and  State 
Railway  and  Public  Utility  Com- 
missions. 

Alphabetical  list  of  electric  rail- 
way officials,  giving  company 
connections. 


McGraw  Electric  Railway  Directory, 
475  Tenth  Ave.,  New  York. 


Gentlemen: 
Please    send- 
Edition  to 

Company   

Address    

Attention  of 


-copies    of   the    1927 


November  5, 1927 


ELECTRIC  RAILWAY   JOURNAL 


43 


iniiiiiiiiimiiii iiiiiiiiiiiiiiiiiiiiiiiii iiiimiiiiiiiiiiiuiiiiiiiiiiiiiiiuiimiiiiiiiiiiiiiimiiiii iiiiiiiiiiiiiiiiii iiiiiiiiiiiiiijj  |miiiiii 

Griffin  Wheel  Company   | 

410  North  Michigan  Ave.  |  j 

Chicago,  111.  I  I 


Griffin  Wheels 


I     i 


with  I 
Chilled  Rims 

and  I 

Chilled  Back  of  Flanges  | 

For  Street  and  Interurban  | 
Railways  [ 


iiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiimiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiitini 


PANTASOTE 

TRADE  MARK 

— the  car  curtain  and  upholstery  material  that 
pays  back  its  cost  by  many  added  years  of 
service.  Since  1S97  there  has  been  no  substitute 
for  Pantasote. 

AGASOTE 

TRADE  MARK 

— the  only  panel  board  made  in  one  piece.  It  is 
homogeneous  and  waterproof.  Will  not  separate, 
warp  or  blister. 


Chicago 
Detroit 
Denver 
Cleveland 


FOUNDRIES: 

Boston 
Kansas  City 
Council  Bluffs 
Salt  Lake  City 


St.  Paul 
Los  An£ele< 
Tacoma 
Cincinnati 


'iiMniiiiriiiiiiiiirntiiiriiiniiiiiiitiiinii!MiiriMniiiiiiiiiiiiiiiiMiiiiiiiiiiiMiniiiiiiiiiiiii)iiiitiiniiiitiiiiiiiriini>niiniiiriniiiiiiMiiiiiiii 


iiiiiniiiiHiiiiiriiriiiriiiiriiiiiiiniiniiiiriiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiHiiiig      |' 

Greater  Service 
Per  Dollar  Invested 


Standard 

for  electric  railway  cars 

and  motor  buses 


Samples  and  full 
information  gladly 
furnished. 


The  PANTASOTE  COMPANY,  Inc.     | 

250  Park  Avenue,  NEW  YORK       | 

iiiiniiiiiiiiiMiiKiHMiniittiiimitMiiiMniiniiniiiMiiiiiiiiiiMiniiiiiiminiiiiiiiiiiiiiiiMiiiiiiMiiiiiiiiiiriiiiiiniiuiiuiiiiiitiuuiiiiiwi 

uiiMiiniiiininniMiiiiiiiiiiniiiNiiiMiiiiiritiiriiiiiiiMiiMiiiiniiniiiiiiiiMitiiniiiiiriniiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiHiHiHi 


l0hA^ 


"Tiger"  Bronze  Axle  and 
Armature  Bearings 

More-Jones  "Tiger"  Bronze  castings  for  axle  and 
armature  bearing  service  was  one  of  our  early  achieve- 
ments.  This  is  probably  the  most  widely  known 
bronze  on  the  market.  It  has  stood  the  test  of  time. 
There  is  nothing  better  for  long,  efficient  and  most 
economical  results.    Let  us  quote  you. 

National  Bearing  Metals 
Corporation 

St.  Louis,  Mo. 

MORE-JONES 
QUALITY  PRODUCTS 


<UHiiiiiiinMiiRiimtiiiiiiiiiiiimiiiiii:tiiMHiiiiiiiitiirtiniiiiHiiiiiiimiimiiiiiiinni 


■iiitiiitiiniiiiiiitiiiuiiiieiiiiminfiiniiiHn 


\A 


Lt  CARBONE 
CARBON  BRUSHES 


Ikdrbuneo 


Reason  No.  12 


Calculate  the  service  they  de- 
liver and  figure  out  the  cost  of 
carbon  brushes  per  car  mile. 
This  will  give  you  still  another 
reason  why  it  pays  to  stand- 
ardize upon  "Le  Carbone" 
carbon  brushes. 


W.  J.  Jeandron 

Factory  Terminal  Bldg. 

Fifteenth  Street,  Hoboken,  N.  J. 

Pittsbargh  Office:  634  Wabash  Bide 

Chicago  Office:  1687  Monadnock  Block 

San  Francisco  Office:  SS5  Market  Street 

Canadian  Distrlbntors:  I>yinan  Tnbe  Si  Supply  Co.,  Ltd. 


.friMiiiinM)iMiitiimiiitiiiiiiiniliiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuliiiitiiiiiiii)iMuiiitiiiiiiiiiiiii 


44 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


pnimlimtiiiitimiuitiitriiimMiii 


iiiiiimuiiiiiiiiiiiiuiiiirmiuiii-^     ViiiiiiUHiiiiiiiiiiniuiiuiimiiiiiiniiiiimiiiiiiiiiiiiniiiiiiiiiiiiiuiin iiiiiiiiiiiiiiiiiiniiiiii miiuiiiiiiiiiiimmiiiiniiiiiiiiK.- 


Both  our  latest  single 
and  double  registers 
are  norv  equipped 
for  electric  as  well  as 
mechanical  hand  or 
foot  operation. 


R  11  Double  Register 


Full  Electric 

Operation  of 
Fare  Registers 

A  completely  satisfactory  fare  registra- 
tion system  is  one  that  has  the  confidence 
of  the  public,  the  conductor  and  the 
accounting  department.  The  simplicity 
and  accuracy  of  International  Registers 
maintained  for  more  than  thirty  years,  is 
combined  in  the  later  types  with  the 
extra  speed  and  convenience  of  electric 
operation. 


1 1  Speedy —  | 

I  I  like  a  "skip-stop'*  schedule!  | 

I  I  TUST   as    "skip-stop"  speeds  up   schedules,  | 

If  J    Oakite    cleaning    materials    and   methods  I 

I  I  speed  up  all  shop  cleaning  and  washing.  | 

I  I  For,  with  Oakite  materials,  cleaning  action  | 

I  I  starts  immediately  the    solution  is    applied.  | 

I  I  And    it    proceeds,    uninterrupted, — removing  | 

I  I  grease,  oil  and  dirt  quickly  and  effectively —  | 

I  I  until  every  final  trace  is  gone.     Trucks  and  | 

I  I  bodies,  and  their  parts,  are  thoroughly  cleaned  | 

I  I  — at  an  absolute  minimum  of  time.  i 

I  I  Write  for  illustrated  booklet  giving  complete  I 

I  I  details.    No  obligation.  | 


1  Oakite  Service  Men,  cleaning  specialists,  are  located  in 

I  t/ie  leading  industrial  centers  of  the  V.  S.  and  Canada 

I  Oakite  is  manufactured  only  by 

I  OAKITE  PRODUCTS,  INC..  28B  Thames  St.,  NEW  YORK,  N. 


Y.     i 


i  (Formerly  OAKLEY  CHEMICAL  CO.)  | 

!  OAKITE  I 

i    Industrial  Qeaning Materials andMethods    | 

'iiiiiiMiuiiniiiiNiiiUMiniHMininiiniitMiiiiiiiiiiiiiiiiiiiiiriiiiriniiiiiMiiiiitniiiiiMiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiniiiin 
aiiiiiiirniiiitiiiiiiitiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiirniriiiiiiitiiiiiiiriiiiiiiiiiiMiiriiiriiriiiiiiiitiiiiiiitiiiiiiiiiiiitiiiiiiiMiiiiiitiiiiiiiriiiiiiib 


The  International  Register  Co*  | 

15  South  Throop  St.,  Chicago  I 

imiiiiiMiniiiniitiiiiiiiiiiiiiiriiiiiiiriirriiiiiHiiitriiiiiriiiniitiiiriiniiuiiMJiiiiitiitiiinnriiiiiiiiiiiiiiriiirnniiiiiiriiitiiiiMitiittiiiiiiin 
giimJUiiiitiiiiiiiiiiiniiniiiiiiiniiniiiM)iiiiMiiiiiniiniiriiiniiiMiuiniininiiniiiiiiiiiiniiiiininiUMiiiii(iiiiiitiiiiiiiiiiitiiiiiiiiiiiiii>j 

I  Bethlehem  Products  for   | 
I         Electric  Railways 

a  = 

I  Tee   and   Girder    Rails;    Machine   Pitted   Joint! ;  | 

i  Splice   Bars;    Hard   Center   Froja;    Hard   Center  i 

I  Mates;  Rolled  Alloy  Steel  Crossings;  Abbott  and  L 

I  Center  Rib  Base  Plates;  Rolled  Steel  Wheels  and  I 

I  Forged  Axles;  Tie  Rods;   Bolts;  Tie   Plates  and  I 

I  Pole  Line  Material.  § 

I  Catalog  StHt  on  Request  | 

I       BETHLEHEM    STEEL    COMPANY,    Bethlehem,    Pa.       I 

IbethlehemI 

SniiiriiiiMini iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiriiiiiiiMiiiiiiiiniiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiniiiiiiiiiiiic     ^iiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiriiriiJiiiiiMiiriiiiiiiiiiiriiiiiiiiiiiiiiJiiiiiiiiiiriiiiiiiiiiiiiuiiiiiiiiiiJiriijiiiiiiiiiiiiiiiiiiiiiniiiic 


SPECIAL  TRACKWORK        j 

of  the  famous  | 

TISCO  MANGANESE  STEEL    | 

1 
I 

WM.  WHARTON  JR.  &  CO.,  ING      | 

EASTON,  PA.  I 

Salea  Offices:  1 

Boston     Chicaro     El  Paso     Montreal      Maw  Tork     Philadelphia        i 

Pittsbarrh       San  Francisco       Scranton  g 


amiiiiiiiTiiiiniiuiiiiiiiiiiniiniiiiiiiiiiiiiiHniiiiiiiiiiiiiiiiiiiiiiiinitMiniiiiiiniiiiiiiiiiiiiniiiiiiiMiiiiiiiiiiiiniiiiiiniiiiiiriiiiiiiiiiiiie 

I  Lorain  Special  Trackwork  | 

I  Girder  Rails  | 

I  Electrically  Welded  Joints  | 

I  THE  LORAIN  STEEL  COMPANY  | 

I  Johnstown,  Pa.  | 

I  Salmm  OfRcea:  | 

1  Atluta                     Chicago                     Cleveland                     New  York  I 

I  PhUadelphU                     Pittsburgh                     Dallas  | 

i  PaciHe  Coaat  Rmprmsmntativ!  | 

§  United  States  Steel  Products  Companj  | 

i  Los  Angeles                  Portland                   San  Francisco                   Soattic  i 

1  Export  Reprmsmntativm:  I 

I  United  States  Steel  Products  Company.  Nev  York,  N.  Y.  I 
^■mmiiimiiiiiiiiiimiiiiiiimiKmmmiiiiiiiMiuMuiiuuiuuiiuuuiiiiiHimitiiiiiiiiiiiiiiitmmuiniiiiiiii^ 


■:,'iiiiiiiH(iiniiiiiiiiiiniiiiiiniiiiiiiiiiMiiniiiiiitiiiiiiitiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiitiiniiituitiiiniiiiHiiiiiiiitmiiiiiiiiiiiiiitiiifiiiiiiiip 


\ 


Atlanta 

Baltimore 

Boston 

Buffalo 

Chicago 

Cincinnati 

Cleveland 

Dallas 

Detroit 

Indianapolis 

Kansas  City 

Los  Angeles 

Milwaukee 

Minneapolis 

New  Orleans 

New  York 

Philadelphia 

Pittsburgh 

San  Francisco 

St.  Louis 

Syracuse 

Seattle 

Washington,  D.  C.  j 

Berlin,  Germany     ^ 


Investigations  '  Reports 
Valuations 

TheAmericanAppraisal 
Company 

A  Nstional  Organization 


^iiininiiMiiiMmiiiHiiiiiimiiiiiiriimiiHUHiuMnmmimniiiiiiiiimiimiHiiiiiiiimiiHiiiiiimmiuiHiiimimiiiiimitmiuiini 


November  5,  1927  ELECTRIC  RAILWAY  JOURNAL  '   45 

^iirMiiiiiiniiiiiiiifiiiiiiiiiiiiniiinuniiiiiriitiiiiiiiiiriiniiitrriiiiiniiiiiiiitiiiniiiiiirtiiiiiiiiiiiiiiiitiiiiiiHiiiiiiitiiiiiiiiiiiiiiimimiili^      juiniiiMin»iiMiiiii»iirHntMniiitiiHiiniiiiHiiiinMnHitMii»iiiiiiiiiitHniiiiiii»iiiHiiiii»iriiirMiiiiiiiiiniiiHiiHii»itiiinitiiiiniHig 

ELECTRICAL 
INSULATION 


v^  PERFECT    ^>^ 


KFDITF  INSULATED 
iVC/rvl  1  C  WIRE  &  CABLE 

N^w  YORK  r 


MlCAN'itr     and     EMPIRE 

1^'       INSULATOR        ^«*^  >      .NSULAiOR  / 


Micanite  and  Super -Micanite 
Sheets,  Commutator  Segments,  and 
Commutator  Rings. 

Micanite  Tubes  and  Washers 

Linotape,  Seamless  or  Sewn  Bias 
(Yellow  or  Black  Varnished  Tapes) 

Empire  Oiled  Cloths  and  Papers 
(Yellow  or  Black) 
Compounds,  Varnishes,  Etc. 

Send  for  catalog  and  helpful  booklet   on  Commutator 
Insulation  and  Assembly 

MICA  INSULATOR  COMPANY 

Largest  manufacturers  in  the  world  of  mica  insulaiton. 
EstablUMd   1893. 

New  York:  68  Church  St.     Chicago:  542  So.  Dearborn  St. 

Cleveland  Pittoburgh  Cincinnati 

San  Francisco  Loa  Angelea  Seattle 

Works;  Schenectady.  New  York.    Victor iaeille.  Canada;  London.  England 


iiiiiiiiiriiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiriiiniiiiiiirMirMiiiiiiiiiiiiiiiiiiiriitiiiuiiiiiiiiiiiiiiiiiiiiiiiniiirMiiiiniiiriiiriiiiiiiiiiiiiiiiiiiK: 


•iimiiimimllfi 


TmiiiiiiiiniiniiiiMiiiiiiiiniiniitiiiiiinMiiiiiiMiiiiriiiiiiMiiiniiiiiiiiiitiiiititiiiniiinniiiiiiiniiiiiiniiniiiiiiiiiiiiiiiii:: 


umiiiniitiiiitiiiniiiiiiiiiiiiiMiiiiittiiiiiiiuiiiiiiitiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiriiininiiiiiiiiiiiiiiiiiiiiiiitiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiL; 


Complete  satii 

Operating    perfectly     an 
minimum   attention   for 
and  lubrication,   Earll  C 
Retrievers  give  genuinely 
results.     Their  refinemer 
and  mechanical  superior! 
marized  in  the  following 
peculiar  to  Earll  constru 

No-wear  Check  Pawl 
Free-Winding  Tension  Spri 
Ratchet  Wind 
Emergency  Release 
Perfect   Automatic   Lubricat 

Earll  Catchers  and 
C.  I.  EARLL,  Yc 

Canadian    Agents: 
Railwty  A  Power  EnElneerlng  Corp., 
In  All  Other  Foreign  Cou 
InternitioDil   General  Electric   Co.,   S 

^faction 

d    requiring 
maintenance 
atchers  and 
satisfactory 
t  of  design, 
ty  arf  sum- 
ive  features, 
ction. 

ng 
on 

Retrievers 
rk,  Pa. 

Ud.,   Toronto,  Ont. 
ntriei: 
chenecudjr,  N.  Y. 

1^      giiiiiiw'''uiiiiiiiiiriiiiiiniitiiiiirittiiiiriiiiiiiiiiiiiiriitiiiiriiiiiiiiniiiiiiiiiiiiiMiiiiiiHiMiiiiiiiiiniiitiiiiiniinMniiiiiiitiiniiiiiiiiii)ii^ 

Electrically  Wound  Time  Switches 

Where  weekly  winding  is  inconvenient,  this  self- 
winding time  switch  can  be  used  to  good 
advantage. 


It  is  motor  driven  and  a  reserve  is  provided  which 
will  keep  the  Time  Switch  operating  as  usual  for 
about  three  days,  should  the  motor  circuit  be 
temporarily  disconnected. 

The  Season 
Changing  Device 
can  be  inserted  in 
this  switch  where- 
by the  operation 
of  the  Time 
Switch  follows 
the  lenfjthening 
and  shortening  of 
days  —  literally 
following  the  sun. 

Albert  &.  J.  M. 
Anderson 
Mfg.  Co. 

289-305  A  St., 
Boston,  Mass. 

NEW  YORK 

CHICAGO 

PHILADELPHIA 

LONDON 


i     = 


Typ«  SL  doable  pole  oil  break  with 
oil  tank  and  door  removed.  Front 
plate  also  removed  Bhowlns  winding 
motor. 


\ 


iiiimimiiiiiiiiiiiiii I immiiiiiii iiiiiiim iiiiiiiiuwuiiiiiiiiiniiiHiiHiiiniiiiiuHiiiS     ^Riiniiiirmimiiiniiiiinmmiiiiimimiimiiiiiiiniit iiiniinniiinniminmiimiiHimiiimiiuiiiiiuiimiiiiiiiiimi 


46 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


l^or^  'Bacon  d  ^avfe 

incorporated 

115  Broadway,  New  York 
PHILADELPHIA  CHICAGO  SAN  FRANCISCO 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 

HSW   YORK  BOSTON  CHICAGO 


Sanderson  &  Porter 

ENGINEERS 

PUBLIC  UTILITIES  &  INDUSTRIALS 

Design  Construction  Management 

Examinations  Reports  Valuations 


CHICAGO 


NEW  YORK 


SAN  FRANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER,    MASSACHUSETTS 

HBPORTC-  APPRAISALS  -  RATES  ■  OPERATION  ■  SERVICB 


LINN  &  MARSHALL,  Inc, 

Financing  —  Engineering  —  Management 

PUBLIC  UTILITIES 

ELECTRIC  RAILWAYS  —  MOTOR  BUSES  — 

GAS  —  ELECTRIC 

25  Broadway,  New  York  City 


STEVENS  &  WOOD 

INCORPORATED 

ENGINEERS  AND  CONSTRUCTORS 

120  BROADWAY,  NEW  YORK 
TOUNGSTOWN.  O. 


BNOINEBBINO 
CONSTEUCTION 


FINANCING 
MANAGEMENT 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  P.  WeUs  Albert  W.  Hemphni 

A  PPK  A  ISA  LS 

INVESTIGATIONS  COVERING 

Reor^nization       Management       Operation       Construction 

43  Cedar  Street,  New  York  City 


E. 

H. 

FAILE  &  CO. 

Designers  of 

441 

Garages —  Service  Buildings — Terminals 

UKUnarOI'     aw                                                       ww-vnnv                    1 

The  J.  G.  White 
Engineering  Corporation 

Engineers— Constructors 

Oil  R«flnerlei  and  Pipe  Lines.  Steam  and  Water  Power  Plants.  Trantmlislon 
Systems.  Hotels,  Apartments*  Office  and  Industrial  Buildinga.  Ballroads. 

43  Exchange  Place  New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service — Financial  Reports 

Appraisals — Management 

52  Vanderbilt  Ave.  New  York 


J.  ROWLAND  BIBBINS 

Engineer — 2301  Connecticut  Ave.,  N.W.,  Washington,  D.  C. 

TRANSPORTATION  SURVEYS 
Organir.ed    Traffic    Relief    and    Transit    Development 
Co-ordinating    Motor    Transport,    Railroad    and    City 
Plans,  Service,  Routing,  Valuation,  Economic  Studies 

EXPERIENCE  IN  20  CITIES 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Reports  Rates  Service  Investlratlon 

Studies    on    Financial    and    Physical    Behabllitatlon 

Reorganization     Operation     Manarement 

683  Atlantic  Ave.,  BOSTON,  MASS. 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -    Reports 

Valuations   -   Management 

PHILADELPHIA 


NEW  YORK 


CHICAGO 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Sunday  Pass — OifferentiaJ 

Fares — Ride    Selling 

Holbrook  Hall  S-W-3 

160  Gr^matan  Ave.,  Mt.  Vernon,  N.  Y. 


KELKER,  DeLEUW  &  GO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

Operating  Problems  Valuations  Traffic  Surreys 

111  W.  Washington  Street,  Chicago,  III. 


MCCLELLAN  &  JUNKERSFELD 

Incorporated 

ENGINEERING  AND  CONSTRUCTION 

Elxaminationa — Reports — Valuations 

Transportation  Problems — Power  Developments 

68  Trinity  Place,  New  York 

Cfcacaeo  St.  Louis 


November  5.  1927 


ELECTRIC  RAILWAY  JOURNAL 


47 


iiiiiiiiiiimiiiiiimiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiHi.Hiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiii(iimiiii 


THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 

Boston,  80  Federal  Street 
Philadelphia,  Packard  Building 
PrrTSBCROH,  Farmers  Deposit  Bank  Building 
CutvELAND,  Guardian  Building 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Atlanta,  Candler  Building 
Phobnix,  Abiz.,  Heard  Building 
Dallas,  Tex.,  Magnolia  Building 
HoNOLULn,  H.  T.,  Castle  &  Cooke  Building 
Portland,  Orb.,  Gasco  Building 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Dbtroit,  Ford  Building 

Nsw  Orleans,  344  Camp  Street 

Houston,  Tkxas,  Electric  Building 

Dbntbr,  444  Seventeenth  Street 

Sal^  LiAEB  CiTT,  Kearns  Building 

San  Francisco,  Sheldon  Building 

L«s  Anoeles,  Central  Building 

Seattle,  U  C.  Smith  Building 

Hatana,  Cuba,  Calle  de  Aguiar  104 

San  Juan,  Porto  Rico,  Royal  Bank  Building 


uliiiiiililllllliiiiilulinMiuiiiniiiiHiiiiiuiiuiiiniiiiiiiuiiuMiiiuiiininiiitiiiniiniinHiiiiiuiiiHiniiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiMiiiuMiiiUHliiiiiiiriiiiiiiiiiiiuMiiiiiiiiiiuiiiniii^ 


A.  L.  DRUM  &  COMPANY 

Conmntting  and  Coiutracting  Enginetrt 

VALUATION  AND  FINANCIAL  REPORTS 

RATE  STUDIES   FOR  PRESENTATION   TO  PUBLIC  SERVICE 

COMMISSIONS 

CONSTRUCTION  AND  MANAGEMENT  OF 

ELECTRIC  RAILWAYS 

230  South  Clark  Street,  Chicago,  III. 


c. 


JOHN  p.  LAYNQ 

Vice-President 


B.     BUCHANAN  W.   H.   PRICK.   JR. 

President  Sec'y-Treas. 

BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 
Financial  Reports,   Traffic  Surveys 
and  Equipment  Maintenance 
BALTIMORE 
1004  Citizens  National 
Bank  BIdg. 


Phone : 
Hanover:  2142 


NEW  YORK 

49  WaU  Street 


•nmiiiiuiuiimiiiiiiiiiHiiiiiriiimiiiiiuiiiiiiiiiiiiiiiiiuuiiuiiiiiiniiiiiiminiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiniiiiiiuiiunniar 

^Ijimillllllj^         Car  Heating  and  Ventilating 

— ■»  DO  longer  operttlnc  problemi.  We  can  ihow  you 
how  to  take  care  of  both  with  one  equipment.  The  Peter 
Smith  Forced  Ventilation  Hot  Air  Heater  will  mt*.  In 
addition,  40%  to  60%  of  the  eoBt  of  anj  other  ear  beat- 
ing  and   ventilating   lyitem.      Write  for  deUlla. 

The  Peter  Smith  Heater  Company 
6209  Hamilton  Ave.,  Detroit,  Mich. 

■4iiiiiiiiiiiniiiiiiiiiiiitiiiiiiiiiiiiiiMiiiiiiiiiiniiiii>'<riiHiiiiiiiiiiiiiiiniiiiiiiiiiiniiiiiiiiiiiiiiniiiiiiiiiiiiriiiiiiiitiiiiiiiiiiniiiiiiiiiiiiiii 
ffiHiiiiinnitMHiiiiiHiiuiMnMiiiiiniiinMnniniitiiiininiiiiminiininiiitiiiniiiiiiuiiiiiiiiiiiiiiiiiiimiuiuuiiiiiiiiiiiiiiiuiiiiHiM 

RAIL  JOINTS 


DYNAMOTORS 
WELDING  ROD 


^IIIIIIIIIIIIIX^ 


THE  P. 

so  Church  St. 
NEW  YORK 


EDWARD  WISH  SERVICE 

street  Railway  Inspection  131  State  St. 

DETECTIVES  BOSTON 


When  writing  the  advertUer  for  InfoTmatlon  or 

prices,  a  mention  of  the  Electrle  Rallwar 

Journal  would  be  appreciated. 


^iiiiiiiiuiiiiriiiiiiiiiiiiiiiiuiKiiiiiiiiiiiiiiiMHii  [iMiiMiiDiiiiriiliriiiiiKuiiiriltiiiiiiiiiiiniiiniiniilrrllillliiiniiiniiiniiiiiiininiiiiis 
iiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiuiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiMiuiiJiiiiriiiiiiiiiiiiiiiiiimg 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 

on  your  equipment 

The  Universal  Lubricating  Co. 

OsTeUnd.  Ohio 

Chleaco    BepreaentatiTee:    Jameaon-Bou   Compaiv, 

Straaa  mdc. 


UNA  Welding  &  Bonding  Co. 

Cleveland.  Ohio. 


^iiiiiiiiiuiiiiiiiiniiitiiiuiiiiiiiiiiiitiiiiiiiniiiniiniitiiiiiiiiiiiiniiiiiniiiniiniiiiiiniiiiiiiiiiininiiiiiiiHiiiiiiiiiiiiriiiiMiMiHiiiiiiai 
imiiiriinriiniiiiHiimiiiuiHiiiiiiimiitiiiminiitiiiiiiiiiiiiniiiiiiniimiuiimiiiiiiiiiiiiiiitiiMiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiimimiitir 

Gets  Every  Fare  i 

PEREY  TURNSTILES    I 
or  PASSIMETERS        | 

tJae  them  In  your  Prepajmenl  Areaa  aad         = 
Street  Can  S 

Perey  Manufacturing  Co.,  Inc.     i 

101  Park  Avenne.  New  York  OU7  I 


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I 

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"Bates  Poles  Outlive  the  Bond  Issues  that  Buy  Them" 

Bates  Poles  and  Structures 


General  Offices  and  Plant* 
EAST  CHICAGO,  INDIANA,  U.  S.  A. 

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I  THE  WORLD'S  STANDARD 

"IRVINGTON" 


Black 
Varnished   Silk, 


and 
Varnished  Cambric, 


Yellow 
Varnished   Paper 


I   i 


Irv-O-Slot   Instilation  Flexible  Varnished  Tubing 

Insulating  Varnishes  and  Compounds 

Irvington  Varnish  8C  Insulator  Co. 

Irvington,  N.  J. 
Sales  Representatives: 

Hitchell-Rand  Ktg.  Co.,  N.  T.  Prehler  Brothera  Inc..  Chleaco 

E.  M.  Wolcott.  Rocbeater  White  Supply  Co..  St.  Loula 

I  W  LeTice,  Montreal  Clapp  &  LaMoree,  Ix>a  Anrelea 

A  l'  Gllliea.  Toronto  Martin  Woodard.  Seattle 

Consumera*  Rubber  Co..  Cleveland 


iiiiiiiiimiimnmiiinmii mimi imimiimiiiiiniimiiniiimiiiiimiii iiiiiiimimiiiiiiiiiimimiiinimimimimiB     Siiiiniim iiiimimiimiiiiii 1 1 niim mm 1 nmii 1 .iimimiraiimim niimiimimmiiii 


November  5, 1927 

Electric  Railway  Journal 


POSITION     VACA>rr 


MANAGER;  for  prompt  engagement  with 
combined  electric  railway  and  motor  bus 
operation  in  east  central  state,  having 
fifty  miles  of  operation ;  must  be  trained 
technician,  with  experience  in  dealing 
with  public  relationships  and  labor ;  reply 
with  full  particulars  covering  training, 
experience  and  references.  P-58,  Electric 
Railway  Journal,  1600  Arch  St.,  Phila.,  Pa. 


POSITIONS  WANTED 


EXECUTIVE'S  assistant — young  electrical 
engineer  with  thorough  practical  and 
professional  engineering  experience,  on 
electric  railway  equipment.  Know  how 
to  manage  labor.  Believe  in  the  future 
of  the  electric  railway  and  have  original 
Ideas,  some  of  which  have  been  put  into 
successful  practice.  Not  afraid  of  work. 
Can  produce  results  as  an  executive's 
assistant  or  in  similar  capacity.  PW-56, 
Electric  Railway  Journal,  Tenth  Ave.  at 
36th  Street,  New  York. 

SUPERINTENDENT  bus  operation.  Ex- 
perienced executive  in  charge  of  trans- 
portation and  maintenance  50  motor- 
busses  on  large  electric  railway  property. 
Previous  experience  assistant  superin- 
tendent of  transportation  handling  dis- 
cipline, labor  cases,  etc.  Excellent 
references.  C.  V.  Wood,  Jr.,  145  State 
Street,  Springfield,  Mass. 

GENERAL  superintendent  or  manager ; 
fifteen  years'  successful  experience.  PW- 
55,  Electric  Railway  Journal,  Tenth  Ave. 
at   36th   St.,   New   York. 


WOULD  like  to  correspond  with  any  com- 
pany needing  a  high-grade  ofiicial  in  any 
capacity,  in  city  or  interurban  railways. 
Can  manage  any  or  all  departments  in 
the  most  efiBclent  manner.  PW-SS,  Elec- 
tric Railway  Journal,  Guardian  Bldg., 
Cleveland,  O. 


FOR  SALE 

Used  Electric  Railway  Material 

INCLUDING 

1 — Double  Truck  Light  weight  Car,  equipped  with  G.E.  264-A  motors,  $1250.00 
1 — Medium  Double  Truck  Car,  equipped  with  Stanley  No.  401  motors,  $600.00 
1 — Electric  Locomotive. 

Cash  Fare  Boxes;  Electric  Arc  Welding  Machine,  fully  equipped;  complete 
Rail  Switches,  Spikes  and  Steel  Bridges,  and  Overhead  Trolley  Supplies,  new. 
Cookson  Feed  Water  Heater,  Gate  Valves,  Globe  Valves,  Flanges  and 
Other  Parts  of  Steam  Plant  Fittings  used  only  7  months. 

All  the  foregoing  in  good  condition  and  almost  at  yoxtr  own  prices. 
Pictures  of  cars  furnished.     Write 

J.  C.  HOUSER,  TEMPLE,  TEXAS 


iMtMIIIIIIIIIIMMItlltlllllllltllllltllt 


FOB  SALE 

15  BIRNEY  SAFETY  CARS 

BrUl  Built 

West.   508   or  G.   E.   264   Motors 

Cars  Complete — Low  Price — Fine  Condition 

ELECTRIC  EQUIPMENT  CO. 

Commonwealth    Bide.,    Philadelphia.    Pa. 


SALESMAN  WANTED 


SALES  executive,  formerly  Eastern  man- 
ager of  prominent  railway  equipment 
house,  seeks  a  connection  with  well  estab- 
lished company  desiring  to  increase  its 
railway  sales  and  be  adequately  repre- 
sented in  the  East ;  he  is  36  years  of  age, 
has  a  keen  mechanical  mind,  is  a  proven 
executive,  can  direct  a  sales  organiza- 
tion, understands  the  railway  equipment 
business  thoroughly  and  is  well  known 
in  the  Industry ;  his  sales  contacts  include 
all  mechanical  executive,  purchasing 
agents,  shop  foremen,  etc.,  in  both  the 
steam  and  electric  railway  field  in  addi- 
tion to  the  various  car  builders.  SA-67, 
Electric  Railway  Journal,  Tenth  Ave.  at 
36th  St.,  New  York. 


Buying 

Good  Used  Equipment 

is  freqaently  the  difference  between 
havine  rood  Deeded  equipmeot  or 
doing  withoat  It. 


switches — Frogs 
— Portable    Track 
Finest  Quality 

Flat  Cars — Locomotives 
Qui'cA  Delivery  Lowest  Price 

HYMAN-MICHAELS  CO. 

Peoples  Gas  Baildin? 
St.  Louis  CHICAGO  San  Francisco 


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COLUMBIA 


Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 
265  Chestnut  St.,  corner  Atlantic  Ave., 
Brooklyn,  New  York 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxes  and  overhead  registers 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  are  increased  IJ  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.    Over  4000  already  in  use. 

When  more  than  two  coins  are  used  as  fare,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.    Over  50.000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  is  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Each  barrel  can  be  adjusted 
to  eject  from  one  to  five  coins  or  one  to  six  tickets. 


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Johnson  Fare  Box  Co. 

4619  Ravenswood  Av9,,  Chicago,  ill, 

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November  5, 1927  i^gL    ^Sjyg|^H!bl^H>  I    SSIJIiWf^l      (^  49 

Electric  Railway  Journal 


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TRACTION  AND  ELECTRIC  LIGHT 

PROPERTIES  for  SALE 


THE  Railway  properties  serving  the  City  of  Binghamton 
and  its  suburbs  together  with  Johnson  City  and  Endicott 
on  the  west  extending  about  ten  miles  from  Binghamton,  in- 
cluding Binghampton  Railway  Bus  Lines  operating  a  fleet  of 
seventeen  buses  in  and  about  the  City  of  Binghamton, 
Johnson  City  and  Endicott,  and  serving  about  125,000  people 
and  also  the  lighting  property  in  Endicott  and  portions  of  the 
Town  of  Union  will  be  sold  under  decree  in  foreclosure  on 
Thursday,  December  1st,  1927  at  2:30  P.M.  at  the  general 
offices  of  the  Binghamton  Railway  Co.,  375  State  Street,  in  the 
City  of  Binghamton,  N.  Y. 

The  railroad  proper  contains  47.72  miles  of  single  and 
double  track.  The  equipment  consists  of  seventeen  buses 
and  79  cars  all  in  good  condition  together  with  all  neces- 
sary railway  and  electric  light  paraphernalia  including  a 
plant  at  Binghamton. 

Opportunity  will  be  given  anyone  seriously  interested  in 
the  property  to  thoroughly  examine  its  records  and  the 
physical  property. 

The  Court  of  Appeals  recently  determined  the  rate  mak- 
ing power  exclusively  in  the  Public  Service  Commission. 
Increase  of  fare  to  ten  cents  with  a  strip  of  four  tickets 
for  thirty  cents  put  in  operation  on  October  16th,  1927. 

Binghamton  proper  has  a  population  of  about  80,000  and 
Johnson  City,  Endicott  making  up  the  other  45,000. 

PARTICULARS  OF  SALE  may  be  obtained  from  WILLIAM  H.  RILEY, 
special  master  to  sell,  561  O'Neil  Building,  Binghamton,  N.  Y. 


»|IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIUIIIIUIIIIIIIIIIIIIIIIIIIIIMIIMIIIIIIIIIIIIIIIIIIIII1IIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIMIIIIIIIIIIIIIIIIIIII^ 


50 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


Advertising,  Street  Car 
Collier,  Inc.,  Barron  O. 

Air  Brakes 

General  Electric  Co. 
Westingrhouse  Air  Brake  Co. 

Anchors,  Gay 
Elec.  Service  Supplies  Co. 
General   Electric  Co. 
Ohio   Brass   Co. 
Westinghouse  E.  &  U.  Co. 

Appraisals 
American  Appraisal  Co. 

Armatnre  Shop  Tools 
Columbia     Machine     Works 
Elec.  Service  Supplies  Co. 

Antomatic   Return  Switch 

Stands 
Bamapo  Ajaz  Corp. 

Antomatic  Safety  Switch 
StniMts 
Bamapo  Ajaz  Corp. 

Axles 

Bemis  Car  Truck  Co. 
Bethlehem  Steel  Co. 
Brill  Co.,  The  J.  G. 
Carnegie  Steel  Co. 
Cincinnati  Car  Co. 
Standard  Steel   Works  Co. 
Westlnghouse  E.  &  M.  Co. 

Babbitt  Metal 
Natioual    Bearings    Corp. 

Babbitting  Devices 
Columbia  Machine  Works 

Badges  and  Btittons 
Elec.  Service  Supplies  Co. 
International  Begister  Co. 

Batteries,  Dry 

IJichols-Lintern    Co. 

Bearings  and  Bearing  Metals 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia   Machine   Works 
National    Bearings    Corp. 
Westinghouse  E.  &  M.  Co. 

Bearings,   Center  and  Boiler 
Side 
Columbia   Machine   Works 
Stuck!  Co.,  A. 

Bells   and   Buzzers 

Consolidated    Car    Heating 
Co. 

Bells  and  Gongs 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia   Machine   Works 
Elec.  Service  Supplies  Co. 

Benders,  Ball 
Bailway  Track-work  Co. 

Bodies,  Bns 
Brill  Co..  The  J.  O. 
Cummin&s  Car  &  Coach  Co. 
Graham   Brothers 

Body  Material,  Haskellte  and 
Plymetl 

Haskelite  Mfg.  Corp. 

Boilers 
Babcock  &  Wilcox  Co. 

Boiler  Tubes 

National  Tube  Co. 

Bolts,  Nnts,  Rivets 
Eussell.    Burdsall   &  Ward 
EOlt  &  Nut  Co. 

Bond  Testers 
American  Steel  &  Wire  Co. 
Electric  Service  Supplies  Co. 

Bonding  Apparatus 
Amer.  Steel  &  Wire  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Bailway    Track-work    Co. 
Una  Welding  &  Bonding  Co. 

Bonds,  Rail 

Amer.  Steel  &  Wire  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Bailway   Track-work   Co. 
Una  Welding  i  Bonding  Co. 
Westinghouse  E.  &  H.  Co. 

Brackets  and  Cross  Arms 
(See  also  Poles,  Ties, 
Posts,  etc.) 

Bates  Expanded  Steel  Truss 
Co. 

Columbia  Machine  Co. 

Elec.   By.  Equipment  Co. 

Elec.  Service  Supplies  Co. 

General  Electric  Co. 

Hubbard  &  Co. 

Ohio  Brass  Co. 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric  Railway  Industry 
with   Names  of  Manufacturers  and  Distributors  Advertising  in  this   Issue 


Brake  Adjusters 

Brill   Co..   The  J.   6. 
Cincinnati   Car  Co. 
National  By.  Appliance  Co. 
Westinghouse  Tr.  Br.  Co. 

Brake  Shoes 
American  Brake   Shoe  ft 

Foundry  Co. 
Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  O. 
Wheel  Truing  Brake  Shoe 

Co. 

Brakes,    Brake    Systems   and 
Brake  Parts 

Bemis  Car  Truck  Co. 
Brill  Co..   The  J.   G. 
Cincinnati    Car   Co. 
Columbia  Machine  Co. 
General  Electric  Co. 
National   Brake   Co. 
Safety  Car  Devices  Co. 
Westinghouse  Tr.   Br.   Co. 

Brakes,  Magnetic   Ball 

Cincinnati  Car  Co. 

Brushes,  Carbon 

Genera]  Electric  Co. 
Jeandron,   W.  J. 
Le  Carbone  Co. 
Westinghouse  E.  ft  M.  Co. 

Brnshholders 

Columbia  Machine    Works 
General  Electric  Co. 

Bnlkheads 
Haskelite  Mfg.  Corp. 

Buses 
Cummingrs  Car  ft  Coach  Co. 
General   Electric  Co. 
Yellow  Truck  &  Coach  Co. 

Bushings,    Case   Hardened   A 
Manganese 
Brill  Co..  The  J.  G. 
Bemis  Car  Truck  Co. 
Cincinnati  Car  Co. 
Columbia  Machine  Works 

Cables.      (See  Wires  and 
Cables) 

Cambric   Tapes,   Tellow  and 
Black   Varnish 

General    Electric   Co. 
Irvington  Varnish  &  Ins.  Co. 


Cambric    Tellow    and    Black 
Varnish 

Mica  Insulator  Co. 

Carbon    Brushes     (See 
Brushes,  Carbon) 

Car  Lighting  Fixtures 

Elec.  Service  Supplies  Co. 

Car  Panel   Safety  Switches 
Consolidated  Car  Heat.  Co. 
Westinghouse  E.  ft  M.  Co. 

Car  Steps,  Safety 
Cincinnati  Car  Co. 

Car  Wheels,  Boiled  Steel 
Bethlehem  Steel  Co. 


Cars,  Dump 

Brill  Co..  The  J.  G. 
Differential    Steel    Car   Co., 
Inc. 

Cars,    flas-Electrle 

Brill  Co..  The  J.  G. 
General  Electric  Co. 
Westinghouse  E.  ft  M.  Co. 


Cars,  Gas,  Ball 
Brill  Co..  The  J.  G. 


Cars,  Passenger,  Freight, 
Express,  ete. 
Amer.  Car  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Cummings  Car  &  Coach  Co. 
Euhlman  Car  Co.,   O.  C. 
Wason  Mfg.  Co. 


Cars,  Second  Hand 
Electric  Equipment  Co. 

Cars.  Self-Propelled 

Brill  Co..  The  J.  G. 


Castings,   Brass   Composition 
or   Copper 
Anderson    Mfg.   Co.. 
A.  &  J.  M. 

Cincinnati  Car  Co. 
Columbia   Machine   Works 
National    Bearings    Corp. 

Castings,   Gray  Iron  and 
Steel 

American  Bridge  Co. 
American    Steel    Foundries 
Bemis   Car  Truck    Co. 
Columbia   Machine   Works 
Standard  Steel   Works  Co. 

Castings,  Malleable  &   Brass 

Bemis  Car  Truck  Co. 
Columbia  Machine   Works 

Catchers  and   Betrievers, 
Trolley 

Earn.  C.  I. 

Elec.  Service  Supplies  Co. 

Ohio  Brass  Co. 

Wood  Co.,  Chaa.  N, 

Celling  Car 
Haskelite    Mfg.    Corp. 
Pantasote  Co..  Inc. 

Ceilings,    Plywood,   Panels 
Haskelite  Mfg.   Corp. 

Cement  Products 
Portland   Cement    Co, 

Change    Carriers 
Cleveland  Fare  Box  Co. 
Electric  Service  Supplies  Co. 

Change  Trays 

Cincinnati  Car  Co. 

Circuit-Breakers 

Anderson    Mfg.    Co. 

A.  &  J.  M. 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Clamps    and    Connectors    for 
Wires  and  Cables 

Columbia   Machine   Works 
Elec.   Ry.  Equipment   Co. 
Elec.  Service  Supplies  Co. 
Hubbard  &  Co. 
Westinghouse  E.  ft  H.  Co. 

Cleaners 

Oakite  Products 

Cleaners  and  Scrapers,  Track 
(See  also  Snow-Plows, 
Sweepers  and  Brooms) 

Brill  Co..  The  J.  O. 
Cincinnati  Car  Co. 
Ohio  Brass  Co. 
St.  Louis  Car  Co. 

Coal  and  Ash  Handling  (See 
Conveying  and  Hoisting      I 
Machinery) 

Coll  Banding  and  Winding 
Machines 

Columbia  Machine  Works 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Colls,  Armature  and  Field 

Columbia   Machine   Works 
General   Electric  Co. 
Westinghouse  E.  ft  M.  Co. 

Colls,  Choke  and  Kicking 

Elec.  Service  Supplies  Co. 
(Jeneral   Electric   CJo. 
Westinghouse  E.  &  M.  Co. 

Coin    Counting    Machines 

Cleveland  Fare  Box  Co. 
International   Register  Co. 
Johnson  Fare  Box  Co. 

Coin   Changers 
Johnson  Fare  Box  Co. 

Coin   Sorting  Machines 
Cleveland  Fare  Box  Co. 
Johnson  Fare  Box  Co. 

Coin  Wrappers 

Cleveland  Fare  Box  Co. 

Commutator   Slotters 
Columbia  Machine   Works 
Eleo.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 
Wood  Co.,  Chas.  N. 

Commutators  or  Parts 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Compressors,  Air 
General  Electric  Co. 
Westinghouse  Tr.  Br.   Co. 


Condensers 
Westinghouse  E.  ft  M.  Co. 

Condensor   Papers 
Irvington  Varnish  ft  Ins.  Co. 

Connectors,  Solderless 

Westinghouse  E.  &  M.  Co. 
Connectors,  Trailer  Car 

Columbia    Machine    Works 

Consolidated   (^ar   Heat.    Co. 

Elec.  Service  Supplies  Co. 

Ohio  Brass  Co. 
Controllers  or  Parts 

Columbia   Machine   Works 

General   Electric   Co. 

Westinghouse  E.  ft  M.  Co. 
Controller   Regulators 

Elec.  Service  Supplies  Co. 
Controlling  Systems 

General   Electric  Co. 

Westinghouse  E.  ft  M.  Co. 
Converters,   Botary 

General   Electric  Co. 

Westinghouse  E.  ft  M.  Co, 

Copper  Wire 

American    Brass   Co. 
American  Steel  &  Wire  Co. 
Anaconda  Copper  Mining 
Co. 

Copper  Wire  Instruments, 
Measuring,  Testing  and 
Becording 

American    Brass    Co..    The 
American  Steel  &  Wire  Co. 
Anaconda  Copper  Mining 
Co. 

Cord,  Bell,  Trolley,  Begister, 
etc. 
American  Steel  ft  Wire  Co. 
Brill  Co..  The  J.  G. 
Elec.  Service  Supplies  Co. 
International   Register  Co. 
Boebling's  Sons  Co.,  John 

A. 
Samson  Cordage  Works 

Cord   Connectors  and 
Couplers 

Elec.  Service  Supplies  Co. 
Samson  Cordage  Works 
Wood  Co.,   Chas.  N. 

Couplers,  Car 

American   Steel   Foundries 
Brill  Co.,  The  J.  G. 
Cincinnati   Car  Co. 
Ohio    Brass   Co. 
Westinghouse  Tr.   Br.  Co. 

Cowl   Ventilators 
Nichols-Lintern  Co. 

Cranes,  Hoists  and  Ufts 

Buda  Co..  The 
Electric  Service  Supplies  Co. 
Cross   Arms    (See   Brackets) 

Crossings 

Bamapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Crossing   Foundations 

International  Steel  Tie  (^. 

Crossings,  Frog  and  Switch 

Bamapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  ft  Co. 

Crossings,  Manganese 

Bethlehem  Steel  Co. 
Ramapo  Ajax  C^orp. 
Wm.    Wharton.   Jr.    ft  Co. 

Crossing  Signals.  (See  Signal 
Systems,  Highway  Cross- 
ing) 

Crossings,  Track  (See  Track, 
Special  Work) 

OoBsIngs,  Trolley 

General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  ft  M.  Co. 

Curtains  ft  Curtain  Fixtures 

Brill  Co.,  The  J.  G. 
Pantasote  Co.,  Inc. 

Cutting    Apparatus 

General    Electric   Co. 

Ohio    Brass   Co. 

Railway    Track    Work   Co. 

Dealer's  Machinery  ft  Second 
Hand  Equipment 

Elec.  Equipment  Co. 
Hyman   Michaels   Co. 

Derailing  Switches 

Bamapo  Ajax  Corp. 

Destination   Signs 
Columbia   Machine   Works 
Elec.  Service  Supplies  Co. 


Detective   Service 
Wish    Service.    Edward   P. 

Door    Operating    Devices 
Brill   Co.,   The  J.   G. 
Cincinnati  Car  Co. 
Consolidated  Car  Heat.  Co. 
National    Pneumatic   Co. 
Safety  Car  Devices  Co. 

Doors  and  Door  Fixtures 

Brill   Co..   The  J.    G. 
Cincinnati    Car    Co. 
Hale-Kilburn  Co. 

Doors,  Folding  Vestibule 

National  Pneumatic  Co. 
Safety  Car  Devices  Co. 

Drills,  Track 
Amer.  Steel  &  Wire  <3o. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Dryers,   Sand 

Elec.  Service  Supplies  (>), 
Ohio   Bras,s   Co. 
Westinghouse  E.  ft  M.  Co, 

Ears 

Columbia  Machine  Works 

Elec.  Service  Supplies  Co. 

General   Electric   Co. 

Ohio    Brass   Co. 

Westinghouse  E.  ft  M.  Co. 
Electric    Grinders 

Bailway  Track-work  Co. 

Electrical   Wires   and    Cables 

Amer.  Electrical  Works 
Amer.  Steel  ft  Wire  Co. 
JohnsA.  Boebling's  Sons  Co. 

Electrodes,  Carbon 
Railway    Track-work    Co. 
Una  Welding  ft  Bonding  O). 

Electrodes,  Steel 

Bailway  Track-work  Co. 
Una  Welding  ft  Bonding  Co. 

Engineers,    Consulting,    Con- 
tracting and  Operating 

Beeler.    John    A. 
Bibbins.    Rowland  J. 
Buchanan    ft    Layng   Corp. 
Day   &   Zimmermann,   Inc. 
A.  L.  Drum  ft  Co. 
Faile  ft  Co..  E.  H. 
Ford.  Bacon  ft  Davis 
Hemphill    &    Wells 
Hoist,    Engelhardt    W. 
Jackson.    Walter 
Kelker  ft  Del^uw 
Linn   &  Marshall  Co. 
McCIellan   ft  Junkersfeld 
Richey.    Albert    S. 
Sanderson    ft    Porter 
Stevens  ft  Wood 
Stone  ft  Webster 
White  Eng.  Co..  J.  G.,  The 

Engines,  Gas,  Oil  or  Steam 
Westinghouse  E.  ft  M.  Co, 

Exterior   Side    Panels 

Haskelite  Mfg.  Corp. 

Fare  Boxes 

Cleveland  Fare  Box  Co, 
Johnson  Fare  Box  Co, 
Percy  Mfg.  Co. 

Fare  Registers 

Elec.  Service  Supplies  Co. 
Johnson  Fare  Box  Co. 

Fences,  Woven  Wire  and 
Fence   Posts 
Amer.  Steel  ft  Wire  Co. 

Fenders  and  Wheel  Guards 

Brill  Co..   The  J.  G. 
Cincinnati   Car  (jo. 
Consolidated  Car  Fender  Co. 
Star  Brass  Works 
Wood  Co..  Chas.  N. 

Fibre   and   Fibre  Tubing 
Westinghouse  E.  ft  M.  Co. 

Field  Colls   (See  Colls) 

Floodlights 
Elec.  Service  Supplies  Co, 
(Jeneral  Electric  Co. 

Floor,  Sub 
Haskelite  Mfg.  Corp, 

Floors 
Haskelite  Mfg.  Corp. 

Forglngs 
Brill  Co.,  The  J.  O. 
Cincinnati   Car  Co. 
Standard  Steel  Works  Co. 

Frogs  ft  Oossings,  Tee  Ball 

Bethlehem  Steel  Co. 
Bamapo  Ajax  Corp. 
Wm.  Wharton,  Jr.  ft  (Jo. 

Frogs,  Track   (See  Track 
Work) 

Frogs,  Trolley 
Elec.  Service  Supplies  Co. 
General    Electric   Co. 
Ohio  Brass  Co. 
Westinghouse  E.  ft  M.  Co. 
^Continued    on    pag«    52) 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


51 


iiiiiiiiiiiiiiimiiiiiimiiiiiiiiHiiiiiiiiiiiiimiimi 


"The  Standard  for  Rubber  Insulation" 

INSULATED  WIRES 
and  CABLES 

"Okonite,""Manson,"  and  Dundee  "A"  "B"  Tapes 

Send  for  Handbook 

The  Okonite  Company 
The  Okonite-Callender  Cable  Company,  Inc. 

Factories,  Passaic,  N.  J.  Paterson,  N.  J. 

Sate§    Officet:     New  York     Chicago     Pitt«burrh     St.  Louia     AtluiU  | 

Birmingham     San  Francisco     Los  Angeles     Seattle  = 

Pettingell-Andrewg    Co.,    Boston,    Masi.              •^•SuSSs,  - 

F    D    Lawrence  Electric  Co.,  Clnclnnitl.  0          /^/"^vSil  S 

.Vnvelty  Electric  Co..   PhlU.,  P«.                 1^!.^JJ^0s^  I 

Can.    Rev.:    Engineering    Materials   Limited.    Montreal  | 

Cut>an   Rep.:    Victor   G     Mendoza   Co.,    Havana.  3 
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I  The  DIFFERElSmAL  CAR 

Standard  on 
60  Railways  for 

Track  Mainteoance 
Track  Construction 
Ash  Disposal 
Coal  Hauling 
Concrete  Materials 
Waste  Handling 
Excavated  Materials 
Hauling  Cross  Ties 
Snow  Disposal 

U$e  These  Labw  Saver* 

I  Differential  Crane  Car 

I  Clark    Concrete    Breaker 

I  Differential  3-way  Auto  Truck  Body 

I  Differential   Car  Wheel   Truck  and   Tractor 

I        THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O. 

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I  ELRECO  TUBULAR  POLES 


THE   "WIRE    LOCK 


7/ 


THE  CMAMrCRCD  JOINT 


I    Lowest  Cost 

I    Lea.st  Maintenance 


COMBINE 

Lightest  Weight 
Greatest  Adaptability 


E  Catalog  compiete  with  engineering  data  sent  on  request 

I  ELECTRIC   RAILWAY   EQUIPMENT   CO. 

I  CINCINNATI,  OHIO 

I  New  Tork  City,  30  Church  Street 

SiiiiiiiimiiniiiiiiiniiiiiiiiiiMiiiiiiiiiiimiiiiiiiiitiiiniiniiniiiniiiiiiiiiniiiiiiniiniitiiitiiiiiiiniiiiiniiiiiiiiiiniiiiiiuiiiMiiiiiiiiiiii 

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AMELECTRIC  PRODUCTS 
BARE  COPPER  WIRE  AND  CABLE 


TROLLEY  WIRE 


WEATHERPROOF  WIRE 
AND  CABLE 


E    Reg.  C.  S.  Pat.  Office 


PAPER  INSULATED 
UNDERGROUND  CABLE 


MAGNET  WIRE 

AMERICAN  ELECTRICAL  WORKS 
PHILLIPSDALE,  R,  I, 

rhlcago.    20-32    West    Randolnb    Street. 
Cincinnati.   Traction  Bldg. :   New  Tork.    100   G.   42nd  St. 

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NADGLE  POLES 

WESTERN  £  NORTHEDN  CEDA 


NAUGJLE  POLE  &>  TIE  CO, 

59  E.  MADISON  ST.    CHICAGO  ILL. 

IsewYorh-  Coliimhtis  -Kansas  Citr  ■  Spokane  ■  VaniOui>er-Bitslo>- 


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I  WHAT     HAVE     YOU 


i     E 


Chapman 

Automatic  Signals 

Charles  N.  Wood  Co.,  Boston 


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FOR  SALE 
FOR  RENT 
FOR  EXCHANGE 


Dp-to.date  buyers  in 
this  industry  watch 
the  Second  •  Hand 
Equipment  pages  of 
this    paper. 


I  GOLD 


I  CAR  HEATING  8C  LIGHTING  CO. 
220  36th  St.,  Brooklyn,  N.  Y. 

¥7¥  c/^Tfj  T/^    uc  A  T'cn  o        iVITH    OPEN    COIL   OR 
bLtH^lKlt.    I-lbi<\ibK:>       ENCLOSED  ELEMENTS 

THERMOSTAT   CONTROI^VENTILATORS 


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I  WRITE  FOR  NEW  CATALOGUE  | 

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NACHOD  &  UNITED  STATES  I 

SIGNAL  CO,  INC 

LOUISVILLE,KY. 

BLOCK  SIGNALS 

FOR 

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HIGHWAY  CROSSING  SIGNALS       UUl       f 

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52 


ELECTRIC  RAILWAY  JOURNAL 


November  5,  1927 


Fuses  and  Fose  Boxes 
Columbia  Machine  Works 
Consolidated  Car  Heat.  Co 
General   Electric  Co. 
WestinghouBe  E.  &  M.  Co. 

Gaskets 

Westinghouse  Tr.  Br.  Co. 

Oas-Electric  Drive  for  Bases 

General  Electric  Co. 

Gas  Producers 
Westingtiouse  E.  &  M.  Co. 

Gasoline 

Texas  Company 

Gates,  Car 

Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 

Gear   Blanks 

Brill  Co..   The  J.  G. 
Standard  Steel  Works  Co. 

Gear  Cases 
ChillinKWorth  Mfgr.   Co. 
Columbia  Machine    Works 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Gears  and  Pinions 

Bemis  Car  Truck  Co. 
Columbia   Machine   Works 
Elec.  Service  Supplies  Co. 
General    Electric  Co. 
Nat'l   By.    Appliance   Co. 
Tool    Steel   Gear    &   Pinion 
Co. 

Generators 

General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Girder   Ralls 

Bethlehem  Steel  Co. 
Lorain  Steel  Co- 
Gongs  (See  Bells  and  Gongs) 

Greases    (See   Lubricants) 

Texas  Company 

Grinders  &  Grinding  Supplies 

Railway  Track-work  Co. 

Grinders,    Portable    Electric 

Bailway  Track-work  Co. 

Grinders,    Portable 
Bailway  Track-work  Co. 

Grinding   Bricks    and   Wbeels 

Bailway  Track-work  Co. 

Guard   Rail  Clamps 

Bamapo  Ajax  Corp. 

Guard    Rails,   Tee    Rail   and 
Manganese 

Bamapo   Ajax   Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Guards,  Trolley 

Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Harps,  Trolley 
Columbia   Machine   Works 
Elec.  Service  Supplies  Co. 
General    Electric   Co. 
NatiQ'i^l    Bearings    Corp. 
Star   x^i^BS   Works 

Headlights 

Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  (jo. 

Headlining 
Columbia  Machine   Works 
Haskelite  Mfg.  Corp. 
Pantasote   Co.,    Inc. 

Beaters,    Ens 
Nichols-Lintern    Co. 

Beaters,    Car    (Electric) 
Consolidated   Car   Heat.   Co. 
Gold  Car   Heat.    &  Ltg.   Co. 
Railway    Utility    Co. 
Smith  Heater  Co..  Peter 

Beaters,    Car,    Hot    Air    and 
Water 
Smith   Heater  Co..   Peter 

Heaters,  Car,  Stove 
Smith   Heater  Co.,   Peter 

Helmets,   Welding 

Bailway     Track-work     Co. 
Una  Welding  &  Bonding  Co. 

Hoists  and  Lifts 

Columbia  Machine  Works 


Hose,   Bridges 
Ohio  Brass  Co. 

Hose,  PneuDUittc 

Westinghouse  Tr.   Br.   Co. 

Instruments,  Measuring,  Test- 
ing  and    Recording 

American  Sleel   &  Wire  Co. 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 


Insulating   Cloth,  Paper  and 
Tape 

General  Electric  Co. 
Irvington  Varnish  &  Ins.  Co. 
Mica  Insulator  Co. 
Okonite  Co. 
Okonite-Callender  Cable  Co. 

Inc. 
Westinghouse  E.  &  M.  Co. 

Insulating   Machinery 

Amer.   Ins.  Machinery  Co. 

Insulating  Silk 

Irvington  Varnish-&  Ins.  Co. 

Insulating    Varnishes 

Irvington   Varnish   and 
Insulating  Co. 

Insulation    (See  also  Paints) 
Electric  Ry.  Equipment  Co. 
Elec.   Service   Supplies  Co. 
General   Electric   Co. 
Irvington   Varnish  &  Ins.  Co. 
Mica  Insulator  Co. 
Okonite   Co. 
Okonite-Callender  Cable  Co. 

Inc. 
Westinghouse  E.  &  M.  Co. 

Insulation  Slot 
Irvington  Varnish  &  Ins.  Co. 

Insulator    Pins 

Elec.  Service  Supplies  Co. 
Hubbard   &  Co. 
Ohio  Brass  Co. 

Insulators    (See  also  Une 
Materials) 

Electric  By.  Equipment  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Irvington  Varnish  &  Ins.  Co. 
Ohio   Brass   Co. 
WcBtinghouse  E.  &  M.  Co. 
Interior   Side   Linings 
Haskelite  Mlg.  Corp. 

Interurban  Cars 

(See    Cars,    Passenger, 
Freight,  Express,  etc.) 

Jacks    (See  also  Hoists   and 
Lifts) 

Columbia   Machine   Works 
Elec.  Service  Supplies  Co. 

Journal    Boxes 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 

Lamps,  Guards  and  Fixtures 

Elec.  Service  Supplies  Co. 
General    Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Lamps,    Arc    &    Incandescent 
(See   also    Headlights) 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Lamps,  Signal  and  Marker 
Elec.  Service  Supplies  Co. 
Nichols-Liniern   Co. 

Lanterns,  Classifleation 

Nichols-Lintern  Co. 

Letter  Boards 

Cincinnati  Car  Co. 
Haskelite  Mfg.  Corp. 

Lighting    Fixtures,    Interior 

Electric  Service  Supplies  Co. 

Lightning    Protection 

Elec.  Service  Supplies  Co. 
General   Electric   Co. 
Westinghouse  E.  &  M.  Co. 

Line   Material    (See  also 
Brackets,  Insulators, 
Wires,  etc.) 

Electric  Ry.  Equipment  Co. 

Elec.  Service  Supplies  Co. 

General   Electric  Co. 

Hubbard  &  Co. 

National    Bearings    Corp. 

Ohio  Brass  Co. 

Westinghouse  E.  &  M.  Co. 

Locking  Spring  Boxes 
Wm.   Wharton,  Jr.  &  Co. 

Locomotives,   Electric 

Cincinnati  Cat  Co. 
Cummings  Car  &  Coach  Co. 
General    Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Lubricating  Engineers 

Universal  Lubricating  Co. 

'Lubricants,  Oil  and  Grease 

Texas  Company 
Universal   Lubricating  Co. 

Lumber  (See  Poles,  Ties, 
etc.) 

Machinery,  Insulating 
American    Insulating    Ma- 
chinery Co. 

Manganese  Parts 
Bemis  Car  Truck  Co. 

Manganese  Steel  Guard  Bails 
Bamapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 


Manganese   Steel,   Special 
Track    Work 

Bethlehem  Steel  Co. 
Wm.  Wharton,  Jr.  &  Co. 

Manganese  Steel  Switches, 
Frogs  St  Crossings 
Bethlehem  Steel  Co. 
Bamapo  Ajax  Corp. 
Wm.  Wharton,  Jr.  &  Co. 

Mica 
Mica  Insulator  Co. 

Mirrors,  Inside  and  Outside 

Cincinnati  Car  Co. 

Motors,  Generators,   &  Con- 
trols for  Gas  Electric  Buses 

General  Electric  Co. 

Motor  Buses    (See  Buses) 

Motorman's  Seats 
Brill  Co..  The  J.  G. 
Cincinnati  Car  (jo. 
Elec.  Service  Supplies  Co. 
Wood  Co..  Chas.  N. 

Motors,  Electric 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Nuts  and  Bolts 
Bemis  Car  Truck  Co. 
Cincinnati  Car  Co. 
Hubbard  &  Co. 

Oils   (See  Lubricants) 

Texas  Company 

Ox.vacetylene^— See  Cutting 
.Apparatus 

Oxygen 

International  Oxygen  Co. 

Packing 

Westinghouse  Tr.  Brake  Co. 

Paints  and  Tarnishes    (Insu- 
lating) 

Electric  Service  Supplies  Co. 
Irvington  Varnish  &  Ins  Co. 

Paints  and  Varnishes, 
Railwa.v 

Dixon  Crucible  Co. 
Nat'l  By.  Appliance  Co. 

Pickups,  Trolley  Wire 

Elec.   Service   Supplies  Co. 
Ohio  Brass  Co. 

Pinion    Pullers 

Elec.   Service   Supplies   Co. 
Wood  Co.,  Chas.  N. 


Pinions   (See  Gears) 

Pins,    Case    Hardened,    Wood 
and  Iron 

Bemis  Car  Truck  Co. 
Ohio   Brass  Co. 
Westinghouse  Tr.  Brake  Co. 

Pipe    Fittings 

Standard  Steel  Works  Co. 
Westinghouse  Tr.  Brake  Co. 

Planers   (See  Machine  Tools) 

Plates  for  Tee  Rail  Switches 

Bamapo  Ajax  Corp. 

Pliers,    Rubber    Insulated 

Elec.  Service  Sup.   Co. 

Plywood.  Roofs,  Headilnings, 
Floors,  Interior  Panels, 
Bulkheads,  Truss    Flanks 

Haskelite  Mfg.  Corp. 

Pole  Line  Hardware 

Bethlehem  Steel  Co. 
Elec.  Service  Supplies  Co. 
General   Electric   Co. 
Ohio  Brass  Co. 

Pole    Reinforcing 
Hubbard  &  Co. 

Poles,  Metal  Street 
Bates  Expanded  Street 

Truss  Co. 
Elec.  Ry.  Equipment  Co. 
Hubbard  &  Co. 

Poles,  Ties,  Posts,   Piling  & 
Lumber 

International   Creosoting  Co. 
Naugle  Pole  tc  Tie  Co. 

Poles   &  Ties  Treated 
International   Creosoting  Co. 

Poles,  Trolley 

Elec,  Service  Supplies  Co. 
National  Tube  Co. 

Poles,   Tubular   Steel 

Elec.    Ry.    Equipment    Co. 
Elec.   Service   Supplies   Co. 
National  Tulje  Co. 

Potheads 

Okonite-Callender  Cable  Co.. 
Okonite  Co. 

Power  Saving  Devices 
National  Ry.  Appliance  Co. 


Pressings,  Special  Steel 
Cincinnati  Car  Co. 

Pressure  Regulators 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co 
Westinghouse  Tr.  Brake  Co. 

Punches,  Ticket 

International   Register  Co. 
Wood  Co.,  Chas.  N. 

Bail  Braces  &  Fastenings 

Bamapo  Ajax  Corp. 

Rail  Grinders  (See  Grinders) 
Rail    Joints 

Carnegie  Steel  Co. 

Rail  Joints,  Welded 

Lorain  Steel  Co. 

Rail    Welding 

Railway  Track-work  Co. 
Una  Welding  &  Bonding  Co. 

Rails,  Steel 

Carnegie  Steel  Co. 
Electric  Equipment  Co. 

Railway     Safety     Switches 
Consolidated    Car   Heat.   Co. 
Westinghouse  E.  &  M.  Co. 

Railway    Welding    (See 
Welding    Processes) 

Rattan 

Brill   Co..    The  J.  G. 
Cummings  Car  &  Coach  Co. 
Elec.    Service    Supplies    Co. 
Hale-Kilburn    Co. 
Registers   and    Fittings 
Brill  Co..  The  J.   G. 
Cincinnati   Car  Co. 
Elec.  Service  Supplies  Co. 
International  Register  Co. 

Reinforcement.    Concrete 

Amer.  Sleel  &  Wire  Co. 
Bethlehem  Steel  Co. 
Carnegie  Steel  Co. 

Repair  Shop  Appliances  (See 
also  Cnil  Banding  and 
Winding   .Machines) 

Elec.  Service  Supplies  Co. 
Repair  Work   (See  also 
Coils) 
Westinghouse  E.  &  M.  Co. 

Replacers,  Car 

Cincinnati  Car  Co. 

Elec.  Service  Supplies  Co. 

Resistance,  Wire  and  Tube 

Westinghouse  E.  &  M.  Co. 

Resistances 
Consolidated  Car  Heat.  Co. 
General  Electric  Co. 
Retrievers,  Trolley    (See 
Catchers   and    Retrievers, 
Trolley) 

Rheostats 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Roofing,  Car 

Haskelite  Mfg.  Corp. 
Pantasote  Co..  Inc. 

Roofs,  Car  and  Bus 

Haskelite  Mfg.  Corp. 

Safety  Control  Devices 

Safety  Car  Devices  (^o. 

Sanders,  Track 

Brill  Co..  The  J.  G. 
Elec.   Service   Supplies   Co 
Nichols-Lintern   Co. 
Ohio  Brass  Co. 

Sash  Fixtures,  Car 
Brill  Co..  The  J.  G. 
Cincinnati  Car  (jo. 

Sash  Metal   Car  Window 

Hale-Kilburn  Co. 

Scrapers,   Track    (See    Clean- 
ers and  Scrapers,  Track) 

Screw  Drivers,  Rubber 
insulated 

Elec.  Service  Supplies  Co. 

Seating  Materials 

Brill  Co.,  The  J.  G. 
Haskelite  Mfg.  Corp. 
Pantasote  Co..  Inc.,  The 

Seats,  Bus 
Brill  Co.,  The  J.  G. 
Hale-Kilburn  Co. 

Seats,  Car  (See  also  Rattan) 

Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 
Hale-Kilburn  Co. 

Second    Hand    Equipment 

Electric  Equipment  Co. 
Hyman    Michaels    Co. 

Shades,  Vestibule 
Brill  Co..  The  J.  Q. 
Cincinnati  Car  Co. 


Shovels 
Brill  Co..  The  J.  O. 
Hubbard  &  Co. 

Shovels,  Power 
Brill  Co..  The  J.  G. 

Signals,  Car  Starting 
Consolidated  Car  Heating 
Co. 
Elec.  Service  Supplies  Co. 
National    Pneumatic    Co. 

Signal  Systems,  Block 

Elec.  Service  Supplies  Co. 
Nachod  and  U.  S.  Signal 

Co..  Inc. 
Union  Switch  &  Signal  Co. 
Wood  Co..  Chas.  N. 

Signal  Systems,  Highway 

Crossing 
Nachod  and  U.  S.  Signal 

Co..  Inc. 
Wood  Co..  Chas.  N. 

Slack  Adjusters   (See  Brake 
Adjusters) 

Sleet  Wheels  and  Cutters 

Anderson    Mfg.    Co. 

A.  &  J.  M. 
Cincinnati  Car  Co. 
Columbia  Machine  Works 
Elec.  Ry.  Equipment  Co. 
Elec.  Service  Supplies  Co. 
National    Bearings    Corp. 

Smokestacks,   Car 
Nichols-Lintern  Co. 

Snow-Plows,  Sweepers  and 
Brooms 

Brill  Co..  The  J.  G. 
Columbia  Machine  Works 
Consolidated  Car  Fender  Co. 
Cummings  Car  &  Coach  Co. 

Soldering    and    Brazing    (See 
Welding     Processes     and 
Apparatus) 

Special  Adhesive  Papers 
Irvington    Varnish    &    Int. 
Co. 

Special  Trackwork 

Bethlehem  Steel  Co. 
Lorain  Steel  Co..  The 
Wm.  Wharton.  Jr.  &  Co. 

Spikes 
Amer.  Steel  &  Wire  Co. 

Splicing  Compounds 
Westinghouse  E.  &  M.  Co. 

Splicing  Sleeves  (See  Clamps 
and  Connectors) 

Springs,  Car  and  Truck 
American  Steel  &  Wire  Co. 
American  Steel  Foundries 
Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  (jo. 
St.  Louis  Car  Co. 
Standard  Steel  Works  Co. 

Sprinklers,  Track  and  Road 

Brill  Co..  The  J.  G. 
Cummings  Car  &  Coach  Co. 

Steel  and  Steel  Prodncts 
American  Steel  &  Wire  Co. 
Carnegie  Steel  Co. 

Steps,  Car 
Brill  Co..  The  J.  Q. 
Cincinnati   Car  Co. 

Stokers.   Mechanical 

Babcoek  &  Wilcox  Co. 
Westinghouse  E.  &  M.  Co. 

Stop  Signals 
Nichols-Lintern  Co. 

Storage  Batteries  (See  Bat- 
teries.  Storage) 

Strain,  Insulators 

Anderson    Mfg.    Co.. 

A.   &  J.  M. 
Electric  Service  Supplies  Co. 
General    Electric   Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  H.  Co. 

Strand 
American  Steel  &  Wire  Co. 
Roebling's  Sons  Co..  J.  A. 

Street  Cars,  Passenger  (See 
Cars,  Passenger,  Freight, 
Express,  etc.) 

Superheaters 

Babcoek  &  Wilcox  Co. 

Sweepers,   Snow    (See    Snow 
Plows.    Sweepers    and 
Brooms) 

Switch   Stands   and  Flxtnret 

Bamapo  Ajax  Corp. 

Switches 

General   Electric  Co. 

Switches,  Selector 
Nichols-Lintern  Co; 
(Continued    on   page   64) 


November  5,  1927 


ELECTRIC  RAILWAY  JOURNAL 


53 


uiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiimiiiiiiiiimiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiifiiiiiiiiJiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiili;;      ^"""iiiiiiiiMiiiiiiiiiiuiiniiiiiimiiitiiiiriifriiiniiniiiiiiiiiiiiriiiriiiiiinriiiiiiiii iiiiiiiiiiiiniiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 


Ij^M 


SEND  TODAY 

for  our  Publication  on 

SAFETY 

and 

EFFICIENCY 

in  Electric   Railway 
Signals  and 
Crossing  Bells 


Jbic, 


/I  INSULATING 
^.  «/  Uric oTtpAitic    I 

i  531  Huntingdon  St.,  Philadelphia,  Pa.   | 

riiiliilliliiriiiiriiiiliiilnliiMiriHiiMiiiiiiiiiiiiiiiKiiitiiiitiiiiiiiiiiiiiiifiimiiiiiiitiiiti tiiiiiiiiiiiiiiimiiriimiriiiiniimiriiiiiiitiiiii? 

HMllllllllillllijiiiiJiiiijjiiijiiiiiiillllllliii iiiiJiiiiiiiii jiiiiiriJiiilJllinillllJllliu iriijilljiMJiiiiiiiJirimiiiilllllllllllllllu 

I     B.  A.  HEGEMAN,  Jr.,  Preildent        H.  A.  HBOEMAN.  First  Vlce-PrM.  and  TrMt       i 
I     r.  T.  SABGENT,  Secretsrj  W.  C.  PETERS,  Vice-Pres.  S«le«  and  Englneertnf      i 

I    National  Railway  Appliance  Co.     | 


Graybar    Building,    4S0    Lexington    Ave.. 

BRANCH    OFFICES 


New    York 


Munsey  Bid?.,  Washingrton.  D.  C.  100  Boylston  St..  Boston.  Maas. 

He  gem  an -Castle  Corporation,  Railway  Exchange  Building.  Chicaero,  111. 


RAILWAY  SUPPLIES 


Tool   Steel   Gears   and   Pinions 
Anglo-American     Varnish     Co.. 

Varnishes,  Enamels,  etc. 
National   Hand  Holds 
Gene8co  Paint  Oils 
Dunham    Hopper    Door    Device 
Garland   Ventilators 
Walter  Tractor  Snow  Plows 
Feasible  Drop  Brake  Staffs 


Ft.  Pitt  Spriny  &  Mfg.  Co.. 

Springs 
Flaxlinum  Insulation 
Anderson    Slack   Adjusters 
Economy  Electric  Devices  Co. 
Power  Saving  and  Inspection 
Meters 

"Topeseald"  Lamps 
Bus   Lighting  Equipment 
Cowdry  Automotive  Brake 

Testing  Machine 


3iMuriiniinMimiiiirnimitMiitMiiMiirinmiiMiiiMiiMiiiiiiMniMitiiiiriiiMiiNnuitriiiuiiMiiniitiimiiiiiiMitiiiimMiirMimiMiiiiiN 
^riiiirMiiiniimimiimiMiiiiiiiiMiiiiiiiiiiiMiiriiimiMiuiiiiiiniiiniiuMniiniiniiimiiiiiiMiiiiiMiiMiniiiMiniiiiMniiiMnMi^^^^^ 

I  INDUSTRIAL    GASES  I 


Don't 

Take 

Cars  Out 

Of    Service 

To  Turn 

Worn 

Wheels 


THE  WHEEL  TRUING  BRAKE  SHOE  does  the  work  I 

^  while  your  car   is   in  service.     Don't  jeopardize  your  | 

I       schedules   by  excessive   pull-ins  owing  to  wheel  troubles.  | 

I       Use  Wheel  Truing  Brake  Shoes  and  keep  the  maximum  | 

I       equipment  in  service.     They  save  time,  labor  and  money.  | 

I  WHEEL  TRUING  BRAKE  SHOE  CO.  | 

I  Detroit,  Mich.  1 

TitiiHiiiiiiHMiiiiiniiiniiiMiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiii-iiiiiiiiMiiiiiiiiiiiiiiiiiriiiiiiiiMitMiiiiiiinMiiMiiMiiiiiiiiiiiniinMiriiiiiiMp 

uiiiiiliniiltiiiiitiitiriiiiiiitiiniiiriiiiiiiilliii iiniintiiiiiniiniiilliiiiiiiiiuiuiiniiiiiiiiiiiiiiiiiiuiiiiliniliiiillililllllinillliiiiiiir 

Kalamazoo  Trolley  Wheels 

The  yalue  of  Kalamazoo  Trolley 
Wheels  and  Harps  has  been 
demonstrated  by  large  and  small 
electric  railway  systems  for  a 
period  of  thirty  years.  Being 
exclusive  manufacturers,  with 
no  other  lines  to  maintain,  it  is 
through  the  high  quality  of  our 
product  that  we  merit  the  large 
patronage  we  now  enjoy.  With 
the  assurance  that  you  pay  no 
premium  for  quality  we  will 
appreciate  your  inquiries. 

THE  STAR  BRASS  WORKS 

KALAMAZOO,  MICH.,  U.  S.  A. 

iiiiiiiniiiiiiiiiiiiriiitiiiniiniiiiMiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiniiiiiiiriiiiiiiiiiiMiriiiiiiniiniiniininiiiHiiiiiiiiitiiiiiiiiiiHiiiiiiiiiiMUB 
uiuiitiiiiiiiiiinriiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii(!iiiiiiiiiiniiiiiniiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiii(iiiiii(£ 


I   ACETYLENE 
I   OXYGEN 


V 

i 

r 

■^ 

k     ^^^ 

^ 

Y 

s 

T 

E   Ivl   1 

X 

•  ' 

li 

^P 

*  '^^^ 

HYDROGEN 
NITROGEN 


=    Quick   Bhipment   and  low  prices  also  on   cylinders,   valves,   torches,      S     I 
=    re^uIatoFR  and  supplies.  =     = 

I    International    Oxygen    Co.,    Main    Offices:    Newark,    N.    J.      |  I 

I    Branches :  New  York  Pittsbureh  Toledo       |  I 

Tiiiiiriiiiiiiiiiii riiiiiiiiriiiiiiiniiiiiiiiiiiiiiiii riiiiiimiiiriiiiriiiiiiriiiMiiiiiiiiiii iiiiriiiii jriiiiiiiiiiiiiiiiiiiiiiiiiiiii^  | 

MiiiiuiiiiiiimiiJiiiiiiiiiiiiiiiiiii iimiiiiiii iiiiiJiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiriiiiiiiiiiiriiiiiiiiiiiiiiiiniiiiiiriiiiiiiMiiiiiriiiiiijiu  | 

I  Efficient  Bus  Heating  |  I 

i  with  I    I 

The  N-L  Venti-Duet  Heater 

I  THE  NICHOLS-LINTERN  CO.  |    | 

I  7960  Lorain  Ave.  Cleveland,  Ohio  |     I 

SiiiiiiiiiiiHiriiiiiiiumir iiiiiii riiiiiiiiiiiiiiu iiiiiiuriu iijiiiiiiiiiiiiiiiiiiiiiiuiini uiiiiriiiiiiniiiiiijiiiiiiiiiiiiiiir 

gilllliiiiiilllllllllllliiuriiijiiiuilijiiij riiiiiiu iiillliiur imililliliii jiilllliir niiiiirimillllillriirulilii ilu 

i       ^^^^^^  Chillingworth  Mfg.  Co. 

*  Jersey  City,  N,  J.  I 

ViiiiiiHiiitHiiMuiinimiiMiimiiiHirmimiitiiiiiiiimiMiiiMiiiiiiiMiiiiimiiiiiiiiiiMiiiMiimiriniMiiiiiiiiiiiiinmrMmium 
iiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuitiiiiiiiitMiiiiiiiriiniiiiiiiiriiiriiiiiiiiiiittiiitiiiiiiiniiiTiiiiiiiTiiiiriiiiiiiniiniiitiiniiiifiiiHiiiiiiiii-. 


FARE  I 

BOXES  for  BUSES  j 

Let   us   tell  you  of  this  especially  de-  | 

signed    box  for   this   class   of   service.  i 


The  Cleveland  Fare  Box  Co. 

4900  Lexington  Ave.,  CleTeland,  O. 

Canadiui  Cleveluid  Far.  Box  Co.,  Ltd. 

Preston,  Ontario 


CStotino  And  Sorting  Machines  C^rSSm  Tokens 


CHILLINGWORTH 

One-Piece  Gear  Cases 

Seamless — Rivetless — Liglit     Weight 

Best   for   Service   —   Durability   and 

Economy.     Vi  rite  Um. 


I 


HIUBURN,  NEW  YORK ' 
NIAG.\RA  FALLS.  N.Y. 
CHICAGO.  ILLINOIS 
,  E;\ST  .ST.LOUIS,  ILL 
Pl'Elil-O.  COLORADO 
SLPERlOR.WISCONSlN 
LOS  ANGELES.  CAI. 
NIAG/\HA  FALI^.ONT. 


,j®K  (OsBJpgGOSaiSiB 


niiiiiiiiiiniiiiiiiiiiiiiiiiiiiitiiiniiitiiniiiiiiiiiiiiii)iiiiiiiitiiiiiiiii<iiiMiiiiiiiitiiiiiiitiiitiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiriitMiiiiiiiiiiiiin 
:iitiiiiuiiiiiniiiUMniiiniiiiiniiiniiiiiiiiMiiunriiiiiiniiiMiniiiiiiniuiiiniiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiHii]iiiiiiiiiiiiiiiiimiti>j 

H  B  LIFE  GUARDS 

PROVIDENCE  FENDERS 

Manufactured  by 

CONBOUDATED   CaR   FbnDER   CO.,    PrOVIDBNCB,    R.   I. 

General  Salea  Agents 
WENDEXL  &  MacDUFFIE   CO.,   110  E.    43nd  St..   N.   Y.   C.     1 

fiiiiiimiiiiitiiiiiiiiiiiiMiuiniiiiiiiiiiiniiiiMiiiinirHimjMiuiiimrMiiiiiuiiiiiiiiiiiMiiiiiiMiiiiiiiiniiimurniiiiin^ 

uiiiiiiiiiiiiiitiiiniiiiiiiiiiitiiiiiiiiiiiitiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiriiiiiiiiiiiiiiiiiiiiiiiii)^ 


,  RAMAPO  AUTOMATIC 
I  _-rri^:'r^  RETURN  SWITCH  STANDS 
^^^J2fe<    FOR  PASSING   SIDINGS 

'^T      TEE  RAIL  SPECIAL  WORK 


Jjl  (MANGANESE  WORK  A  SPECIALTY 

^^1!^  SALES  OFFICES  AT  ALL  WORKS 

.?■    -3]    .Main  Office,  HILLBURN,  N.Y. 


rSTUCKI 
SIDE 
BEARINGS 


A.  STUCK!  CO. 

Oliver  Bids. 
Pittsburgh,    Pa. 

^^iiiiiiiiiiiiiiiiiiiiiiniiniiiuiiiiiiiniiiiiniiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiriiiiiiiiiiiiiiniiiiiiniiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiimiiiiiiiaii 


54 


ELECTRIC  RAILWAY  JOURNAL 


November  5, 1927 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Page 

American  Appraisal  Co.,  The.  .  .  44 

American  Brass  Co..  The 32 

American  Car  Co 55 

American    Electrical    Works.  ...  51 
American    Insulating:    Machinery 

Co 53 

American  Steel  &  Wire  Co 34 

American   Steel  Foundries    8 

Anaconda  Copper  Mining  Co.  .  .  .  32 

Anderson  Mfg'.  Co..  A.  &  J.  M.  .  45 

Asso.  of  Mlrs.  Chilled  Car  Wheels.  35 

Babeock    &   Wilcox   Co 47 

Bates  Expanded  Steel  Truss  Co.  .  47 

Beeler  Organization    46 

Bemis  Car  Truck  Co 29 

Bethlehem  Steel  Company 44 

Bihbins,  J.  Rowland 46 

Brill  Co..  The  J.  G 55 

Buchanan   &  Layng  Corp 47 

Carnegie    Steel    Co 33 

Chillinsrworth   MIg.   Co 53 

Cincinnati    Car    Co 17 

Cleveland  Fare  Box  Co 53 

Collier,    Inc..    Barron    G 40 

Columbia  Machine  Works   &  M. 

I.   Co 48 

Consolidated   Car  Fender  Co....  53 

Consolidated  Car  Heating  Co ...  .  47 

Cummings  Car  &>  Coach  Co.  .  .  .  19 

Day  &  Zimmermann.   Inc 46 

Differential  Steel  Car  Co.,  The.  .  51 

Drum  &  Co.,  A.  L. 47 

Earn.    C.    1 45 

Electric    Equipment   Co 48-49 


Electric   Ry.    Equipment    Co.  .  .  .    51 
Electric  Service  Supplies  Co ...  .      9 

Firestone  Tire  &  Rubber  Co. .  .  .    28 

Faile  &  Co..   E.  H 46 

Ford.  Bacon  &  Davis 46 

"For    Sale"   Ads 48-49 

General   Electric  Co.  .22.  Back  Cover 
Goodrich  Rubber  Co..  The  B.  F.    25 

Graham    Brothers    20-21 

GrilTm  Wheel  Co 43 

Gold  Car  Heating  &  Ltg.  Co.  .  .  .    51 

Halc-Kilburn    Co 24 

Haskelite    Mfg.    Corp 54 

'Help  Wanted"   Ads 48-49 

Hemphill    &    Wells 46 

Hoist    Englehardt    W 46 

Hubbard   &  Co 51 

Hyman-Michaels    Co 48-49 

International   Creosoting  Co....    38 

International  Oxygen  Co 53 

International   Register  Co 44 

International  Steel  Tie  Co.,  The.     7 
Irvington  Varnish  &  Insulator 
Co 47 

Jackson.  Walter 46 

Jeandron,    W.    J 43 

Johnson  Fare  Box  Co 48 

Kelker.    DeLeuw   &   Co 46 

Kerite  Ins,  Wire  &  Cable  Co 45 

Kuhlman    Car   Co 65 


Page 

LeCarbone  Co 43 

Linn  &  Marshall.  Inc 46 

Lorain  Steel  Co 44 

McClellan  &  Junkersfeld 48 

Mica  Insulator  Co 45 

Motor  Wheel  Corp Front  Cover 

Nachod  and  United  States  Signal 

Co..  Inc 51 

National  Bearing  Metals  Corp.  .  .  43 

National    Brake    Co 23 

National  Pneumatic  Co 15 

National    Ry,    Appliance    Co.  .  .  .  53 

National    Tube   Co 37 

Naugle  Pole  &  Tie  Co 51 

Nichols-Lintern    Co.,    The 53 

Oakite  Products.   Inc 44 

Ohio   Brass   Co 5 

Okonite-Callendar  Cable  Co.,  Inc. 

The    51 

Okonite  Co..  The 51 

Pantasote  Co..   The 43 

Percy    Mfg.    Co..    Inc 47 

Portland    Cement    Asso 41 

Positions  WanteJ  and  Vacant.. 48-49 

Railway  Track-work  Co 6 

Railway     Utility     Co 54 

R.imapo  Ajax  Corp 53 

Richey,  Albert  S 46 

Roebling's   Sons  Co..   John   A...  61 
Russell.  Burdsall  &  Ward  Bolt  & 

Nut  Co 36 


Page 

Safety  Car  Devices  Co 10 

Samson    Cordage    Works 51 

Sanderson    8c    Porter 46 

Searchlight    Section     48-49 

Smith  Heater  Co.,  Peter 47 

Standard  Steel  Works  Co 31 

Star   Brass  Works.  The 53 

Stevens  &  Wood.  Inc 46 

Stone  Sc  Webster   46 

Stucki  Co.,  A 53 

Texas   Co.,    The 30 

Tool    Steel    Gear    &   Pinion   Co., 
The 39 

Una  Welding  &  Bonding  Co ... .  47 
Union  Switch  &  Signal  Co 18 

Universal  Lubricating  Co..  The.,  47 

"Want"    AdB 48-49 

Wason   Mfg.   Co 55 

Westinghouse  Elec.  &  Mfg.  Co.  .2.  4 
Westinghou,se  Traction  Brake  Co.  16 
Wharton.  Wra..  Jr.  &  Co,,  Inc,  .  44 
"What  and  Where  to  Buy." 

50-52-54 
Wheel  Truing  Brake  Shoe  Co . .  .  53 
White  Eng.  Corp.,  The  J,  G,  .  .  .    46 

Wish  Sendee,  The  P.  Edw 47 

Wood  Co.,  Chas.  N 51 

Yellow  Truck  &  Coach   Co.. 

Insert  11-12-13-14 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  52 


Switches  and  Switchboards 

Consolidated  Car  Heatinr 

Co. 
Elec.  Service  Supplies  Co. 
Westinghouse  B.  &  M.  Co. 

Switches,  Tee  Ball 

Bamapo  Ajax  Corp. 

Switches,  Track  (See  Track 
Special    Work) 

Tampers,  Tie 
Railway  Track-work  Co. 

Tapes  and  Cloths   (See  Inra- 
latlng  Cloth,   Paper  and 
Tape) 

Tee  Rail  Special  Track  Work 

Ramapo  Ajax  Corp. 

Telephone  and  Telegraph 
Wire 

American  Steel  &  Wire  Co. 
J.  A.  Roebling's  Sons  Co. 

Telephones  and  Parts 

Elec.   Service   Supplies  Co. 

Teitlnc  Instrtiments  (See  In- 
■traments.  Electrical  Heaa- 
nrlnr,  Tcstlnc,  etc.) 

Thermoetatf 

Consolidated  Car  Heatinc 

Co. 
Gold  Car  Heat.  &  Ltr.  Co, 
Railway  Utility  Co. 
Smith  Heater  Co.,  Peter 

Ticket  Choppers  and  De- 
stroyers 

Elec.  Service  SuppUaa  Co. 

Ties  and  Tie  Rods,  Steel 

American  Bridge  Co. 
Carnegie  Steel  Co. 
International  Steel  Tie  Co. 

Ties,  Wood  Cross  (See  Pole*, 
Ties,  Posts,  etc.) 

Tires 

Firestone    Tire    &    Rubber 

Co. 
Goodrich  Tire  &  Rubber  Co. 


Tonrae   Switches 
Wm.  Wharton.  Jr.  &  Co. 

Tools,  Track  &  Mlscella- 
neons 
Amer.  Steel  &  Wire  Co. 
Columbia  Machine  Works 
Elec.  Service  Supplies  Co. 
Hubbard   &   Co, 
Railway  Track-work  Co. 

Towers    and    Transmission 

Structures 
Bates  Expanded  Steel  Truss 

Co. 
Westinghouse  E.  &  M,  Co. 

Track  Grinders 
Railway  Track-work  Co. 
Ramapo  Ajax  Corp 

Track,  Special  Work 

Columbia  Machine  Works 
Ramapo  Ajax  Corp. 

Trackless  Trolley  Cars 
Brill  Co..  The  J.  Q. 

Transformers 
General  Electric  Co. 
Westinghouse  E.  &  H.  Co, 

Treads,  Safety  Stair  Car 
Steps 
Cincinnati  Car  Co. 

Tree  Wire 
Okonite  Callender  Cablo  Co. 
Okonite  Co. 

Trolley  Bases 

Ohio  Brass  Co. 
National     Bearings    Corp. 
Westinghouse  E.  &  M.  Co. 

Trolley  Bases 
Brill  Co,,  The  J.  Q. 
General  Electric  (^. 

Trolley  Material,  Overhead 

Anderson    Mfg.    Co.. 

A.   &  J.  M. 
Elec.    Service    Supplies    Co. 
General  Electric  Co. 
National    Bearings    Corp. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M,  Co. 


Trolley  ^tlirels   (See  Wheels, 
Trolley) 

Trolley  niieel   Bushings 

National    Bearings    Corp. 
Star  Brass  Works 

Trolley  Wire 

American  Brass  Co. 
Amer    Electrical  Works 
Amer.  Steel  &  Wire  Co. 
Anaconda  Copper  Min.  Co. 
Roebling's  Sons  Co..  J.  A. 

Tracks,  Car 

Bemis  Car  Truck  Co. 
Brill   Co..   The  J.  Q. 
Cincinnati  Car  Co. 
Cummings  Car  &  Coach  Co, 

Truss  Planks 

Haskelite  Mfg.  Corp. 
National   Tube   Co. 

Tobing,  Yellow  &  Black 
Flexible    Varnishes 

Irvington   Varnish  &  Int. 
Co. 

Turbines,  Steam 

General  Electric  Co. 
Westinghouse  E.  &  M,  Co, 

Turnstiles 
Elec.  Service  Supplies  Co. 
Perey  Mfg.  Co..  Inc. 

Turntables 

Elec.  Service  Supplies  Co. 

Valves 

Ohio  Brass  Co. 
Westinghouse  Tr.   Br.  Co. 

Varnished  Papers   &  Silks 
Irvington   Varnish  &  Ins. 
Co. 

Varnishes   (See  Faints,  etc.) 

Ventilators 
National  Ry.  Appliance  Co. 

Ventilators,  Car 
Brill  Co..  The  J.  O. 
Cincinnati  Car  Co. 
Consolidated  Car  Heating 
Co. 


Nichols-Lintern  Co. 
Railway  Utility  Co. 

Vestibule    Linings 

Haskelite  Mfg.  Corp. 

Welded   Rail  Joints 

Lorain  Steel  Co. 
Railway  Trackwork  Co. 
Una  Welding  &  Bonditig  Co. 

Welders.    Portable     Electric 

(General   Electric  Co, 
Ohio  Brass  Co. 
Railway  Track-work  Co, 
Una  Welding  &  Bonding  Co, 
Westinghouse  E.  &  M.  Co. 

Welders,  Rail  Joint 

General    Electric   Co. 

Ohio  Brass  Co. 

Railway  Track-work  Co. 

Welding  St  Cutting  Tools 
International  Oxygen  Co. 

Welding  Processes  and 
.Apparatus 

Ohio  Brass  Co. 
Railway   Track-work  Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  &  M.  Co, 

Welding   Steel 

Railway    Track-work    Co. 
Una  Welding  &  Bonding  Co. 

Welding  Wire 
American  Steel  &  Wire  Co. 
Railway  Track-work  (3o. 
Roebling's  Sons  Co.,  J.  A. 

Welding  Wire  and  Rods 

Railway  Track-work  Co. 

Wheels.  Car.  Cast  Iron 
Ass'n    of    Mfrs.    of    Chilled 

Car  Wheels 
Griffin  Wheel  Co. 


Wheels,    Car,    Steel    A    Steel 
Tired 

American  Steel  Foundries 


Bemis  Car  Truck  Co. 
Carnegie   Steel   Co. 
Standard  Steel   Works  Co. 

niieels.  Motor 

Motor    Wheel    Corp. 

Wheels,  Trolley 

Columbia  Machine  Works 
Elec.    Ry,    Equipment   Co. 
Elec.  Service  Supplies  Co. 
National    Bearings    Corp. 
Star  Brass  Works 

Wheels.  Wrought  Steel 

Carnegie  Steel  Co. 

Wheel   Gnards    (See  Fendert 
and  Wheel  Guards) 

Wheel  Grinders 

Wheel    Truing    Brake    Sho* 
Co. 

Wheel  Pressea  (See  Maehla* 
Tools) 

Whistles,  Air 

Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 
Westinghouse  Traction 
Brake  Co. 

Window  Guards  and  Flttlnst 

Cincinnati  Car  Co. 

Wire  Rope 

American  Steel  A  Wire  Co. 
Roebling's   Sons  Co.,  J.  ▲. 

Wires  and  Cable* 

American  Brass  Co..  The 
Amer.  Electrical  Works 
Amer.  Steel  tc  Wire  Co. 
Ajiaconda    Copper     Mining 

Co. 
Eerite  Ins.  Wire  &  Cable  Co. 
Okonite  Co. 
Okonite-Callender  Cable  Co., 

Inc. 
Roebling's    Sons    Co..    3.    A. 
Westinghouse  E.  &  M.  Co. 


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CAR  COMFORT  WITH 

UTILITY 


HEATERS 

REGULATORS 

VENTILATORS 


HASKELITE  ROOF; 


Haskelite  Manufacturing  Corporation, 
133  West  Washington  Street,  Chicago 


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PLYMETLSIDEPANELS 


November  5, 1927 


ELECTRIC  RAILWAY  JOURNAL 


SiWP^icWy- 


Noise  reduction 
Smooth  and  comfortable  riding 
Quick  in  acceleration  and  deceleration 
Attractive  in  appearance  and  comfort 


Brill  1928  Model  Electric  Car 

measures  up  to  high  standard  of  appearance 


In  keeping  with  the  "1928" 
demand  this  most  recent  Brill 
accomplishment  was  primarily 
designed  to  attract  passengers. 
That's  why  noise  has  been  re- 
duced by  the  use  of  W-N 
double  reduction  gear  units 
and  Brill  external  contracting 
drum  brakes.  That's  why  such 
important  features  as  the  Brill 
Bolster  Guide,  Graduated 
Spring  System  and  Twin 
Links,  developed  in  years  of 
practical  service,  are  embodied 
to  provide  that  smooth  and 
comfortable    riding    action 


necessary  to  any  successful 
railway  service.  That's  why 
provision  is  made  for  quick 
acceleration  and  deceleration 
to  compete  with  other  forms 
of  transportation. 

And  that's  why  its  appearance, 
inside  and  out,  is  dominated 
by  that  simplicity,  beauty  and 
richness  of  color,  which  cre- 
ates the  desire  to  ride.  The 
public  will  take  to  the  Brill 
1928  Model  Electric  Car  be- 
cause it  measu res  up  in  appear- 
ance to  that  present-day  higher 
standard  of  living. 


Write  for  Copy  of  Bulletin  No.  319. 


The  J.  G.  Brill  Company 

Pmil-A-deu-pmia.,  Pa.. 


American    Car    Co.    — 

ST.    ^OU)8     r^ 


C.C.  KuHLMAN  Car  Co. 

CUCVCL.AND.OHIO. 


Wason    Manfg  Co. 

SPR  irMCFlELO.  MASS. 


ELECTRIC  RAILWAY  JOURNAL 


^ 


The  reduced  expenses, 
and  ojFten  increased  rev- 
enue, mean  such  a  large 
annual  return  on  the  in- 
vestment that  modem 
cars  soon  pay  for  them- 
selves— and  then  they  go 
on  earning  more  than 
the  obsolete  cars  they 
replaced. 


New  light-weight  cars  help  retain 

railway  service  for  "the  Attleboros^^ 


The  history  of  the  Interstate  Street  Railway  covering  recent  months 
is  another  story  of  the  power  of  modernization  to  make  railway  oper- 
ation pay. 

This  road  operated  at  a  loss,  passed  into  receivership  and  was  sold  at 
auction.  Then  it  purchased  lighter,  attractive  cars,  G-E  equipped; 
began  one-man  operation;  increased  schedule  speeds;  reduced  sub- 
station costs  by  the  adoption  of  automatic  control;  and  promoted 
public  good  will. 

Savings  made  during  three  months'  operation  total  more  than  $13,000 
■ — an  annual  return  of  65%  on  the  new-car  investment. 


General  Electric  equipment 
has  been  chosen  for  many  of 
the  recent  outstanding,  for- 
ward-looking car  develop- 
ments. It  has  helped  to  make 
many  of  the  operating  records 
which  have  established  so  con- 
clusively the  value  of  the 
modern  light-weight  car. 


Operating  costs  per  car- 
mile  for  3-month 
period  during 
192S 

Reductions  in  operating  costs 

per  car-mile  for  accounts 

affected  by  the 

new  cars 

Old  Cars 

New  Cars 

Cents 

Per  cent 

Way  &  Structures 
Equipment 
Power 

Conduct.  Trans. 
General  &  Misc. 

4.1  Of 
8.11 
8.80 
13.06 
3.52 

2.38e 

3.14 

S.43 

9.02 

5.93 

4.97^ 

3.37 

4.04 

31 

Total  37.59c 

25.90^ 

12.38c 

33% 

330-18 

,AL  ELECTRIC 


ElEaRIC  PAT  WW 

JOUI?NAL 


icGiaw-Hill  Publishsng  Company,  Inc. 


m>iC 


NOVEMBER  12^927^^ 


Twenty  Cents  per  Cop 


50  Mack  Buses  are  operated  by  the  County 
Transportation  Company,  subsidiary  of  the 
New  Yoric,  Westchester  and  Boston  Railroad. 
These  buses  extend  the  service  oC  this 
important  railway  through  the  exclusive 
residential  districts  of  Westchester  County. 

Mack  Trucks,  Inc. 

International  Motor  Company 
«5  Broadway,  N»w  Terk  C«y 


ELECTRIC   RAILWAY  JOUKXAl. 


November  12,  1927 


^ 


X 


St  Louis 

I  he  Uty  Surrounded 
by  the  United  Stat&s 


THE  spirit  of  St.  Louis  has  steadily  and 
surely  brought  her  up  from  the  small 
trading  post  established  on  the  west  bank 
of  the  Mississippi  in  1764  to  the  proud 
position  she  holds  today. 

It  has  been  a  spirit  of  solidity  and  conser- 
vatism,  taking  the  utmost  advantage  of 
her  strategic  position  on  the  inland  water' 
ways,  in  the  center  of  the  richest  country 
in  the  world,  in  a  rational  way  without 
speculation. 

Panics  have  come  and  left  St.  Louis  none 
the  worse.  Booms  have  given  her  a  wide 
berth.  And  the  reason  is  good  business 
judgment — for  St.  Louis  does  not  put  all 
her  eggs  in  one  basket.  Three  thousand 
five  hundred  factories  in  two  hundred  and 
eleven  different  kinds  of  industry  with  only 
8%  of  her  labor  in  the  largest  are  her  in' 
surance  against  depression  in  one  branch 
of  manufacture. 

Eastern  capitahsts  on  visiting  the  city  have 
been  so  amazed  at  the  wide  diversity  of 
activities  and  manufacture  that  they  have 
called  her  "the  best  balanced  large  city  in 
America". 


Among  the  products  for  which  St. 
Louis  IS  noted  are  raw  furs  m  which 
she  has  been  a  leader  since  the  beaver 
and  buffalo  days.  With  annual  sales 
of  over  $300,000,000  she  is  fast  over- 
taking  Boston  as  a  shoe  center,  and 
the  largest  drug  factory  has  put  St. 
Louis  in  the  front  rank  in  this  indus- 
try. 

St.  Louis  also  has  the  largest  individual 
plants  in  the  world  for  the  manu- 
facture of  twelve  other  products. 

As  a  shipping  center,  St.  Louis  has 
solved  the  wasteful  long-haul  problem. 
Because  of  her  central  location,  she 
is  a  dominating  distributing  center 
from  which  all  markets  can  be  reach- 
ed on  a  competitive  basis,  including 
Europe — she  ships  from  the  center 
and  not  from  the  rim. 

And  t  1:  United  Railways  of  St.  Louis 
have  been  equally  progressive  in  solv- 
ing local  transportation  problems. 
With  the  true  spirit  of  St.  Louis  they 
have  forged  steadily  and  surely  for- 
ward, improving  the  service  with  the 
latest  ideas  and  increasing  the  rolling 
stock  with  Westinghouse  modern 
equipment. 


X 


Westinghouse  Electric  C&  Manufacturing  Company 
East  Pittsburgh  ■::::•  Pennsylvania 


Westinghouse 

W        W  ^^y  X95557 


/^ 


MORRIS  BUCK 
Manising  Editor 

JOHN  A.  DEWHURST 
Astociate  Editor 

JOHN  A   MILX£R,  Js. 

Associate  Editor 

CLARENCE  W    SQUIEK 

Associate  Editor 

CARL  W.  STOCKS 
Auoclate  Editor 


ji«i^ 


Charles  Gordon,  Editor 


BEMKT  VI.  BLiAKa 
Senior  Editor 

GEOROE  J.  MacMURBAT 

News  Editor 

a.  W.  JAMES.  Jk. 
Aislstant  Editor 

PAUL  WOOTON 
Washlnston  Correspondest 

ALEX  McCALLUM 
Editorial  Representatir* 
London,  Ensland 


Vol.  70 

No.  20 


CONTENTS 


Pages 

889-926 


NOVEMBER  12,  1927 
Editorials    889 

Dorchester  Rapid  Transit  Extension  Completed 892 

By  E.  L.  LocKMAN. 
Former  steam  railroad  right-of-way  will  be  utilized  by  Boston 
Elevated  Railway  in  part  for  rapid  transit  service  and  in  part  for 
high-speed  trolley  operation.    Details  of  construction  are  given. 


"Ask  Me  Another,"  as  Practiced  in 
Fort   Worth,  Tex 


.896 


Logical  Valuation  for  the  Utilities 897 

By  William  A.  Prendergast. 
Cost  of  reproduction  urged  as  the  fairest  method  of  determining 
the  rate  base.    The  stockholder  who  takes  the  risk  is  entitled  to 
the  return  from  a  prudent  investment. 


Many  Ride-Selling  Ideas  Developed  on 
Northern  Texas  Traction 


.900 


Auto  Bus  Transportation  Occupies  Important 

Position  in  Minnesota 900 


Good  Service  Has  Paid  on  the  South  Shore  Line.  . .  .901 

A  rapid  and  reliable  freight  service  has  brought  patronage  and 
will  be  supplemented  by  motor  tractors  and  flat  cars  for  sections 
not  reached  by  the  railroad.  Aggressive  merchandising  methods 
adopted. 

Novel  Features  in  Railway  Substation 906 

Maintenance  Methods  and  Devices 907 

New  Equipment  Available 909 

Association  Activities 910 

Iowa  Operators  Discuss  Rail  and  Bus  Service 910 

Freight  Is  Becoming  a  Major  Source  of  Revenue 911 

By  C.  F.  Dege. 

American  Association  News 912 

News  of  the  Industry .' 914 

Recent  Bus  Developments :  1 919 

Financial  and  Corporate .' 920 

Book   Reviews < . » 922 

Personal  Mention 923 

Manufactures  and  the  Markets 924 


J  Safe 
Channel 

RECENT  floods  have  brought 
poignantly  home  to  the  Amer- 
ican people  the  importance  of  keep- 
ing mighty  bodies  of  water  within 
bounds.  Rivers  harnessed  are  one  of 
man's  greatest  allies;  unloosed  they 
bring  disaster.  To  confine  these  cur- 
rents in  well-defined  channels  that 
may  serve  man  to  the  highest  degree 
and  turn  with  power  the  wheels  of 
industry  requires  the  best  engineer- 
ing and  mechanical  skill. 

Rumor  is  like  the  unleashed 
waters;  facts  like  a  swift  and  power- 
ful stream  between  high  banks.  The 
Journal^  under  the  supervision  of 
skilled  editors,  is  kept  a  safe  and 
broad  channel  of  information  that 
flows  constantly  to  the  industry 
carrying  a  wealth  of  news,  statistics, 
and  the  summation  of  the  fruits  of 
research  that  do  their  part  in  turning 
the  wheels  of  progress. 


McGRAW-HILL  PUBLISHING  COMPANY,  INC. 

Tenth  Avenue  at  36th  Street,  New  York,  N.  Y. 

New  York  District  Office.   285   Madison  Are. 

Cable  Address:   "Machinist,  N. 
Publishen  of 


James  H.  McObaw,  President 

James  H.  McGbaW:,  Jb.,  Y.-F.  and  Treas. 

Malcolm  MuiB,  Vice-President 
EuwABD  J.  Mbhbbn,  Vice-President 
Mason  Bb:tton,  Vice-President 
£dgab  Kobak>  Vice-President 
C.  H.  Thompson,  Secretary 


^&^t 


Washinoton: 

National  Press  Buildlns 
Chicaoo: 

7  S.  Dearborn  Street 
Philadelphia: 

16  00  Arcii  St. 
Cleveland:    - 

Guardian  Building 
St.  Louis: 

Bt'll  Telephone  Building 
San  Franoisoo: 

S83  Mission  Street 
London; 

6  Bou^erle  Street.  London.  E.  C.  4 
Memlier  Associated  Business  Papers,  Inc. 
Member  Audit  Bureau  of  Circulations 
T)u-  annual  subscription  r&te  Is  {4  in  the  United  States,  Canada,  Mexico.  Alaska, 
Hawaii.  Philippines.  Forto  Rico.  Canal  Zone,  Honduras.  Cuba,  Nicaragua.  Peru. 
rolombla.  Bolivia.  Dominican  Republic,  Panama.  El  Salvador,  Argentina,  Brazil, 
Spain.  Uruguay.  Costa  Rica,  Ecuador,  Guatemala,  Chile  and  Paraguay.  Extra  foreign 
postage  to  othor  countries  |3  (total  (7  or  29  shillings).  Subscriptions  may  be  sent 
to  tho  New  York  office  or  to  the  London  ofBce.  Single  copies,  postage  prepaid  to  any 
part   i)f  the  world,    20  cents. 

Change  of  Address — When  change  of  address  is  ordered  the  new  and  the  old  address 
must  be  given,  notice  to  be  received  at  least  ten  days  before  the  change  takes  place. 
Cc>f>yright.    1927.   by  McGraw-Hill  Publishing  Company.  Inc. 

Published  weekly.  Entered  as  second-class  matter,  June  23.  1908.  at  the  Post  OflBoe 
at   New  York,  N.  Y.,  und^r  thn  Act  of  March  3,    1879.      Printed  in  U.   S.   A. 


Bngineerino  Nevt*- Record 

American  MaoJiinUt 

Power 

ChemUtaland  Meiallwoical  Bngineerlmt 

Coal  Age 

Coal  Age  New$ 

Engineering  and  Mining  JournaX 

Ingenieria  Internaeional 

Bub  Trannportation 

Eleelrieal  Railwav  Journal 

Bleetrical  World 

Industrial  Engineering 

Eleetrieal  Merchanditiag 

Radio  Retailing 

Construction  Methods 

Electrical  West 

(Published  in  San  Francisco) 

American  MaeXinist — Burovean  Edition 

(Published  in  London) 


Number  of  Copies  Pritited,  6,220 


Advertising  Index — Alphabetical,  43;  Classified,  38,  40,  43;  Searchlight  Section,  37 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


Would  you  try  to  row 
a  boat  w^ith  one  oar  ? 


ISi 


It  can  be  done,  but  the  inefficiency  of  steering  against  the  turning 
effect  of  the  one-sided  force  is  obvious. 


Similarly,  balanced  braking  (the  double  shoe  clasp  type)  is  vastly 
superior  to  the  single  brake  shoe  rigging.  The  heavy  braking  load 
is  equally  balanced  on  opposite  sides  of  the  wheel.  There  is  no 
shifting  of  the  journal  box  bearing;  no  unbalanced  load  on  truck 
frames  and  truck  springs;  less  brake  shoe  wear;  less  journal  box 
wear;  fewer  hot  boxes;  fewer  slid-flat  wheels;  smoother  and  shorter 
stops;  less  train  resistance  in  starting. 

In  other  words,  dozens  of  advantages — all  making  for  economy 
and  better  transportation  service. 


AMERICAN  MULTIPLE -UNIX 

CLASP  BRAKES 


Braking 


American  Steel  Foundries 


NEW  YORK 


CHICAGO 


ST.  LOUIS 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


.-5 


-pOR 


^ps^^'^i^f 


\ 


® 


ENDURANCE 

IS 
SERVICE  INSURANCE 

Hot  dip  galvanizing,  recognized 
the  most  effective  rust-proofing 
method,  is  applied  on  all  O-B  Cross- 
Overs.  Combined  with  Flecto  Iron, 
tough  and  brittle-free,  long,  reliable 
service  is  assured. 


Type  C  Insulated  Cross-Over 

Main  insulating  member  of  especially 
selected  and  treated  hickory  gives  max- 
imum strength  and  long  life  witli  min- 
imum weight.  Fibre  runner  pieces 
and  bronze  arcing  tips  are  easily  re- 
newed in  service.  Cat.  page  581. 


Type  E  Live  Adjustable 
Cross-Over 

A  correctly  balanced  design  gives 
strength,  light  weight  and  long  life. 
Wear  is  evenly  distributed,  avoiding 
replacement  before  maximum  service 
is  obtained.  Pan  and  cross  runners 
interlock  and  are  held  together  with- 
out screws  or  bolts.  Pull-off  holes  pro- 
vided in  compression  ring.    Cat.  page 


Type  DC  Live  Rigid  Cross-Over 

A  liberal  cross-section  of  metal,  prop- 
erly distributed,  combines  maximum 
strength  with  light  weight.  Runners 
cross  in  a  diamond  shaped  section  at 
center  of  pan.  The  trolley  wheel  rides 
across  the  pan  on  its  groove,  the  flanges 
not  touching  the  pan.  Ample  side 
clearance  is  provided  for  wheel  flanges. 
Cat.  page  582. 


Totalized,  the  many  possible 
small  economies  gained  by  us- 
ing better  line  materials  make 
a  welcome  addition  to  net  earn- 
ings. Provide  a  greater  net 
for  the  future  by  building  per- 
manence into  overhead  Imea 
now. 


Quiet  Crossings 

for  better,  lon^r  service 

t 

"VrOISE  reduction  is  today  acknowledged  as  one  of 
■^  ^  the  necessary  and  important  steps  in  service  bet- 
terment. Not  alone  because  it  means  low  operating  and 
maintenance  costs,  but  also  because  it  results  in  more 
pleasing  service  to  car  riders.  And  certainly,  noise 
inside  the  car — especially  the  resounding  hammer 
blow  of  the  trolley  wheel  at  special  work — is  far  more 
objectionable  to  riders  than  noises  outside  of  the  car. 

O-B  Cross-Overs  are  designed  to  minimize  pounding, 
and  also  arcing,  of  trolley  wheels.  Their  patented  Cam 
Tip  Approaches,  Graduated  Runners,  and  liberal  clear- 
ances take  the  trolley  wheel  through  the  crossing 
smoothly  and  quietly.  There  is  less  vibration  on  the 
overhead,  less  wear  on  both  trolley  wire  and  wheel, 
and  the  number  of  line  breaks  is  considerably  reduced. 

Other  features,  such  as  pull-off  eyes,  to  facilitate  align- 
ment of  adjacent  wires;  deflector  bars,  where  neces- 
sary, to  prevent  catching  of  the  trolley  pole;  and  the 
use  of  strong,  rust  resisting,  brittle-free  O-B  Flecto 
malleable  iron,  simplify  installation  and  maintenance 
and  insure  longer  life. 

Ask  your  O-B  salesman  to  arrange  a  trial  installation. 
Or  write  directly  to 


Ohio  Brass  Company,  Mansfield,  Ohio 

Dominion  Insulator  &  Mfg.  Co.,  Limited 
Niagara  Falls,  Canada 

734B 


rass  to. 


SALES 
OFFICES: 


PHILADELPHIA  PITTSBURGH  CLEVELAND 

SAN  FRANCISCO  LOS  ANGELES 


PORCELAIN 

INSULATORS 

LINE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES      ' 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


Westinghouse   K-l-A   Tight   Lock 
Coupler 

Tight  Lock  Couplers  are  promoting  safety  and 
economy  in  multiple  unit  traction  service  on  many 
properties  .      .      they  are  furnished  in   three 

distinct   types  .  the   "H"  for  heavy,  high 

speed  trains;  the  "K-l-A"  for  medium,  and  light 
weight  cars;  and  the  "C-S-A"  for  light  cars,  where 
the  electric  feature  is  not  desired. 


^^<?¥cstinJbousc']]Jbl:'"Lock  (jbuplor 

—  a  modorn  coupler  for  modem  scroice 

With  the  adoption  of  train  formation,  rather 
than  single  car  operation,  to  facilitate  modern, 
quick,  economic  service,  many  traction  proper- 
ties have  solved  their  coupling  problems  by  the 
adoption  of  the  Westinghouse  Tight  Lock 
Coupler. 

In  one  operation,  this  modern  coupler  effects 
mechanical,  electrical,  and  air  connections 
...  it  is  no  longer  necessary  for  crews  to  go 
between  cars  to  make  a  coupling.  Another 
feature  of  the  Westinghouse  Tight  Lock 
Coupler  is  its  ability  to  automatically  take  up 
slack  caused  by  natural  wear  on  the  latches, 
thereby  preventing  relative  motion  bet^yeen 
adjoining  couplers.  These  advantages  all  con- 
tribute to  the  success  of  this  modern  coupler 
...  Its  adoption  assures  the  ease,  safety,  and . 
economy  of  single  car  control  in  multiple  unit 
operation. 

WESTINGHOUSE   TRACTION  BRAKE   CO. 
General  Office  and  Works,  WILMERDING,  PA. 


WestinchouseTraction  Brakes 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


or  the  Strongest? 

No  track  is  better  than  its  ties — no 
cars  are  better  than  the  track  that 
they  must  follow! 

Build  the  best  foundation — use  the  rail 
section  most  suited  to  your  needs — run 
the  newest,  most  modern  cars — what 
happens  when  the  steel  wheels  on  steel 
rails  go  rolling  over  those  wood  ties? 

The  tie  is  the  key  to  successful  railway 
operation.  Start  now  to  build  up  a  sys- 
tem that  creates  rider  appeal — that  builds 
profitable  business. 

Steel  Twin  Ties  are  the  answer. 

Write  today  for  delivered  prices  for  your 
1928  track  program. 


THE  INTERNATIONAL  STEEL  TIE  CO. 
Cleveland,  Ohio 


STEEL  TWIN  TIE  TRACK 
THE  BASE  OF  MODERNIZATION 


s 


ELECTRIC  RAILWAY  JOURNAL 


November  12^  1927 


Underground,  overhead  and  on  the  surface 
the  electric  railway  works  to  carry  out  its 
titanic  daily  task — the  movement  of  a  large 
portion  of  the  city's  population  m  the  narrow 
confines  of  the  rush  hour. 

In  such  circumstances  dependability  must  be 
the  first  requirement  of  electric  railway  equip- 
ment. Gary  Wrought  Steel  Wheels 

are  designed,  made  and  inspected  with  this 
requirement  in  mind.  Our  wheel  engineers 
arc  at  your  serviced 

JIUttuita  i»tppl  (Enmpang 

ttrnrral  (8&ctB:  Zaa  »mitii  Ea  ^allr  »Utet 
(£t)iraga,  3UiniiiEi 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


Wioi  Glwr 


Type  DO  Golden  Glow  Headlight 

for  city  service.  Being-  fitted 
with  a  Golden  Glow  prismatic 
reflector  it  illuminates  a  wide 
area  adjacent  to  and  for  about 
50  feet  ahead  ol  the  car. 


Better  Schedules! 

Better  schedules  and  higher  speed  in  night  opera- 
tion are  direct  advantages  of  using  good 
headlights. 

Golden  Glow  Headlights  fulfill  this  need  for  more 
and  better  light.  Their  justly  famous  mirror-glass 
reflectors,  which  have  been  successfully  introduced 
into  every  field  of  headlighting  by  this  company, 
have  set  new  high  standards  of  headlight  efficiency. 

To  get  complete  descriptions  and  illustrations  of 
the  various  styles  and  sizes  of  Golden  Glow  Head- 
lights, ask  for  our  latest  pamphlets. 

Home  office  and  plant  at  17th  &  Cambria  Sts.,  PHILADELPHIA: 
District  offices  at  230  So.  Clark  St.,  CHICAGO;  50  Church  St..  NEW 
YOEK:  Bessemer  Bldg.,  Pittsburgh;  88  Broad  St..  Boston;  General 
Moto-s  BldBT  Detroit-  '!16  N.  Washington  Ave.,  Scranton;  Canadian 
Agents  Ijman  lube  4,  Supply  Company.  Ltd.,  Montreal.  Toronto, 
Vancouver 


Type  R,  Golden  Glow  Headlights 

are  made  in  various  types  and 
fitted  with  either  9  inch  or  12 
inch  diameter  Golden  Glow  re- 
flectors for  suburban  and  inter- 
urban  service. 


MANUFACTURER  OF  RAILWAY,  POWER 


AND  INDUSTRIAL  ELECTRICAL  MATERIAL 


10 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


WINDOWS         DO         MAKE         A         DIFFERENCE 

4 . ^ 


Adding  to  Passenger  Cofnfort 


)|DmrdS( 


DMITTEDLY  windows  are  put 
in  cars  and  motor  coaches  tor 
the  passengers'  comfort — so  they  can 
see  out,  to  let  light  in,  to  let  air  in 
(or  keep  it  out). 

When  the  car  or  coach  is  equipped 
with  Edwards  Metal  Sash,  the  win- 
dows perform  these  functions  to  per- 
fection, and  in  utmost  silence. 

Our  profusely  illustrated  catalog 
"S"  lists  many  electric  railway  lines 
using  Edwards  Metal  Sash,  and  tells 
the  reasons  why.  Send  for  your  copy. 


O.  M.  EDWARDS  CO. 

New  York  Syracuse,  New  York  Chicago 

Canadian  Ktfrtitntativn: 
Lyman  Tube  &  Supply  Co.,  Ltd.,  Montreal  and  Toronto 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


11 


WATCH  THESE  FIGURES 

GROW 

Richmond,  Va.  is  one  of  the  42  cities  which 
were  operating  cars  equipped  with  treadle- 
exit  doors  prior  to  the  1st  of  January,  1927. 
23  of  these  cities  have  since  added  to  the 
number  of  treadle  equipped  cars  in  service. 
12,  in  addition  to  Richmond,  show  an  increase 
of  more  than  50%.  .  There  are  now  nearly 
3,000  cars  equipped  with  more  than  5,000 
treadle  doors.     Watch  these  figures  grow. 

NATIONAL  PNEUMATIC  COMPANY 

Executive  Office;  Graybar  Building,  New  York 
General  Works,  Rahway,  New  Jersey 


CHICAGO 
518  McCormick  Building 


MANUFACTURED   IN  TORONTO.  CANADA,  BY 
Railway  &  Power  Engineering  Corp.,  Ltd, 


PHILADELPHIA 
1010  Colonial  Trust  Building 


X 


12 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


N 


flaw 


Asbestos  Ebony  Siuitc/iboard 
^'it/i  Street  Sub-station,  Neiv 
York  EJison  Company,  N.  Y.  C- 


ever  a 

—never  a  metallic  vein 

WE  can  truthfully  say  we've  improved  on 
Nature  in  making  switchboard  panels. 

Compared  to  quarried  materials  Asbestos  Ebony 
has  greater  dielectric  strength,  absolute  freedom 
from  flaws,  greater  shock  resistance,  and  is  much 
lighter  in  weight. 

Every  panel  is  monolithic  in  construction,  with  a 
deep  black  lustre  that  lasts  through  years  of  service. 

Johns -Manville 

Johns-Manville  Corporation,  Madison  Ave.  at  41st  St.,  New  York 

BRANCHES  IN  ALL  LARGB  CtTIES       FOR  CANADA  :  CANADIAN  JOH NS-M AN VIXXB  CO..  LTD.,  TORONTO 


Movemher  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


13 


More  Comfort- 
more  room  for  good- 
will ^   ^   -   ^   -   -   -   - 


Comfort, — real  comfort, — in  an  electric  railway 
car  need  not  mean  sacrifice  of  passenger -carrying 
capacity. 

Cincinnati  Curved  Side  Construction  gives  7 
inches  extra  inside  width  at  the  belt  line,  without 
taking  anything  from  hub  and  wagon  clearances. 

Points  such  as  this  can  be  used  to  mighty  good 
advantage  in  winning  public  goodwill  for  a  new 
and  better  service.  Cincinnati  Balanced  Light- 
weight Cars  give  you  "something  to  talk  about". 

Write  ua. 


Capacity  with  Comfort ; 
Speed  with  Safety;  Beauty 
at  Low  Cost;  and  Light- 
weight with  Strength, — 
these  are  the  four  features 
of  Balanced  Design  which 
set  a  new  standard  in  car 
building. 


CINaNNATI 
t»s»  CARS 


The  Four  Features  of  BALANCED  DESIGN  are  the  Cardinal  Points  of  Today's  Demand 


14 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


THE  NICKEL  PASS 

"A  great  development  in 
fare  collections^* 


It  increases  revenue  by  increasing  the 
total  number  of  rides  sold  per  patron. 


It  reduces  odd-cent  change-making;  and 
it  encourages  non- rush- hour  riding. 


THE  principle  of  this  plan  is  the  sell- 
ing of  a  weekly  "Nickel  Pass"  to  the 
regular  rider  at  a  price  which  slightly 
reduces  the  average  fare  paid  by  him 
provided  he  rides  more  than  the  usual 
number  of  times  per  week. 

Speaking  generally,  the  additional  riding 
he  does  is  done  in  odd  hours. 

The  Nickel  Pass  is  particularly  adapt- 
able for  use  on  one-man  cars. 

We  have  prepared  a  graphic  presenta- 
tion of  the  Nickel  Pass,  based  on  actual 
operations  of  its  use  and  exact  compu- 
tations of  its  revenue  results  under  dif- 
ferent base  fares,  and  will  be  glad  to 
forward  you  a  copy  on  request. 


TICKET  COMPANY 

lUNorth Twelfth  Street 
PHILADELPHIA 

NEW  YORK       BOSTON       BALTIMORE 
CLEVELAND       LOS  ANGELES 


Specialists 

forhalfa 
century 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


15 


lOl  "V^^VR*  OF  MANUFACTURING   i»:PI>RU>NC£/ 


Cane  Webbing  may  be 

ordered   through   any 

H-W  sales  office. 


No.  327-M 


FOR  INTERURBAN  NEEDS 

HTHIS  Heywood'Wakefield  seat  is  designed  for  the  modem  type  of 
interurban  service  where  comfort  is  now  so   important.     It  has 
been  selected  for  both  new  cars  and  for  replacement  use. 

It  has  deep,  double  spring  cushions  shaped  to  allow  more  leg  freedom. 
Mechanism  rails  are  set  in.    The  individual  backs  are  properly  pitched 

for  comfort. 

Our  car  seating  experts  will  be  glad  to  help  you  decide 
on  the  best  seating   equipment  for  your  needs.     This 
service  is  free  through  any  H-W  sales  office. 

If  you  have  not  received  a  copy  of  our 
new  Bus  Seat  Catalogue,  write  for  it 


IffPL 


REG.  U.S.  PAT.  OFF. 


hi  IH  |l\Heywood- Wakefield  Co.,  Wakefield,  Mass.;  516  West  34th  St.,  New  York,  N.  Y.;_ 
I  ILII  ILA  439  Railway  Exchange  Bldg.,  Chicago,  111.    H.  G.  Cook,  Hobart  Bldg.,  San 


iaiiaaii! 


^g^v   Francisco,  Cal.  The  G.  F.  Cotter  Supply  Co.,  Houston,  Texas.  F.  N.  Grigg, 
630  Louisiana  Ave.,  Washington,  D.  C.  The  Railway  St  Power  Engin- 
eering Corp.,   133   Eastern  Ave.,   Toronto;  Montreal; 
Winnipeg,  Canada. 


TlJI 


if: 


P  Irangiiitovia-  a.  I  [] 


16 


ELECTRIC  RAILWAY  JOURNAL 


November  12,  1927 


An 

invitation 

to 

ride 


GENERAL 

GENERAL  ELECTRIC  COMPANY,  SCHENECTADY,  NEW  YORK 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


17 


nr^HE  sale  of  transportation  depends 
-^  on  the  riding  comfort  that  is  offered. 

This  appeal  must  be  embodied  in  the 
bus.  Only  a  gas-electric  can  give  that  easy 
application  of  power,  that  gentle  motion, 
that  quick  response  to  the  guiding  hand. 

One  operator  reports  that  people  con- 
stantly call  up  to  learn  the  schedules  of 
his  G-E  gas-electrics.  They  prefer  to  wait 
for  one  of  these  silent  servants  rather  than 
ride  in  what  they  call  "the  old  buses*^ 


ELECTRIC  DRIVE 

for 

GAS-ELECTRIC  BUSES 
AND  TRUCKS 


^^^^  ^^  ^^^^^ 390-28 

E  L  E  C  T  R  IC 


SALES 


OFFICES 


1    N 


PRINCIPAL 


CITIES 


1$ 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


The  main  switchboard  of 
the  1500-kw.  station  of 
the  Key  System  Transit 
Company,  Oakland,  Calif. 

3.      The  synchronous  motor' 
^nerator  set. 


This  important  station  of  the 
Key  System  Transit  Company 
is  a  progressive  departure  from 
ordinary  automatic  substation 
practice.  Its  successful  oper- 
ation provides  additional 
proof  of  General  Electric's 
ability  to  design  for  the  par- 
ticular and  peculiar  demands 
so  often  encountered  in  rail- 
way service. 


300%  loads  allowed 
and  successfully  handled 

This  automatic  substation  of  the  Key  System 
Transit  Company  handles  300  per  cent  load 
until  the  temperature  approaches  a  predeter- 
mined limit,  then  drops  the  load  to  150  per 
cent  and,  if  necessary,  to  100  per  cent.  When 
cool,  it  again  automatically  takes  the  original 
load.  Human  operators  could  not  be  so 
accurate. 

This  station  operates  selectively  from  either 
of  two  11, 000- volt  feeding  circuits,  auto- 
matically switching  from  one  to  the  other 
if  trouble  occurs  on  either  line.  Supervision  of 
operation  from  a  remote  point  is  also  possible. 

The  removal  of  $11,000  worth  of  copper  feeder 
cable  and  a  decrease  in  feeder  losses  from  22 
per  cent  to  9.6  per  cent  were  immediate  results. 
An  1 1  per  cent  increase  in  track  capacity  was 
also  obtained. 


1  ju-i 

GENERAL  ELECTRIC 


GENERAL       ELECTRIC       COMPANY,        SCHENECTADY,         N. 


SALES         OFFICES      IN        PRINCIPAL        CITIES 


Electric  Railway  Journal 

Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Publishing  Company,  Inc. 

Charles  Gordon,  Editor 


Volume  7(1 


New  York,  Saturday,  November  12,  1927 


Number  20 


Nine  Years  Ago! 

NINE  years  ago  yesterday  men's  pulses  beat  in  their 
throats.  A  dehriuin  of  joy  possessed  the  world. 
The  guns  thundered  no  more !  Eleven  o'clock  on  Nov. 
1 1,  1918,  was  chiseled  on  the  order  oi  American  patriot- 
ism beside  those  other  imperishable  anniversaries  that 
make  us  envy  the  dead  "who  loved  and  were  loved"  and 
who  are  now  enshrined  in  the  soil  of  France  and  their 
native  land. 

They  left  the  worksho])  and  the  desk.  They  relin- 
([uished  the  most  precious  gift  vouchsafed  them  by  their 
Creator.  They  merged  their  personalities  into  a  man- 
made  hell  that  out  of  its  vortex  should  come  institutions 
that  would  create  instead  of  destroy ;  that  would  serve 
mankind. 

We  cannot  quicken  their  dust.  Yet  we  can  on  each 
anniversary  of  their  sacrifice  renew  our  determination  to 
hold  high  the  torch  that  fell  from  their  hands,  to  keej) 
faith  with  them  in  order  that  they  may  sleep  undisturbed 
in  Flanders  Fields. 


which  has  been  interposed  by  votes  adverse  to  the  bond 
issue  registered  twice  within  a  period  of  less  than  six 
months. 


Municipal  Railway  Bond  Proposal  Defeated 
in  San  Francisco 

FOR  the  second  time  in  less  than  six  months  the  voters 
of  San  Francisco  have  rejected  the  proposal  to 
authorize  a  bond  issue  of  $4,600,000  to  provide  funds  for 
the  extension  of  the  municipal  railway.  Moreover,  the 
defeat  was  decisive.  The  measure  lacked  8,807  votes  of 
the  required  two-thirds  to  pass.  Last  June  when  a  sim- 
ilar measure  was  defeated  supporters  of  the  proposal 
advanced  the  theory  that  the  defeat  was  due  to  the  light 
vote.  There  was  no  light  vote  this  time.  It  was,  as  a 
matter  of  fact,  the  heaviest  vote  ever  cast  at  a  San 
Francisco  municipal  election. 

The  measure  was  not  without  its  ardent  advocates. 
The  extensions  to  the  municipal  railway  really  are  in  the 
nature  of  a  moral  obligation  on  the  jiart  of  the  city. 
One  of  the  proponents  of  the  measure  who  pointed  this 
nut  was  none  other  than  Senator  Hiram  W.  Johnson, 
lie  spoke  better  than  he  knew  when  he  said  that  San 
i'Vancisco  has  a  5-cent  car  fare  because  the  city  owns  a 
railway  system.  .\s  the  Senator  saw  it.  San  Francisco 
in  its  municipal  railway  is  an  object  lesson  to  the  entire 
nation.  There  is  no  fault  to  be  found  with  the  .system 
there  so  far  as  the  technical  skill  shown  in  the  conduct  of 
the  railway  is  concerned,  but  that  is  an  object  lesson  very 
different  from  the  one  the  Senator  from  California  had 
in  mind.  Moreover,  there  was  in  the  Senator's  statement 
evidence  of  a  strange  confusion  of  cause  and  eflfect.  There 
is  no  need  now  to  debate  the  issue.  The  two  sides  to  the 
question  were  reviewed  quite  fully  in  comment  which 
ap])eared  in  the  issue  of  Electric  Railway  Joi?rnal 
lor  June  25.  The  important  point  is  that  it  is  extremely 
difficult  not  to  consider  as  very  significant  the  barrier 


A  Permanent  Place  for  the  Street  Car 

EVIDENCE  continues  to  accumulate  that  the  street 
car  has  a  place  in  the  modern  urban  transportation 
scheme.  No  less  an  authority  than  the  Kansas  City 
Times,  which  has  so  often  been  a  severe  critic  of  the 
electric  railways,  recently  said  editorially,  commenting  on 
the  Cleveland  convention: 

Leaders  of  the  electric  railway  industry  are  confident  that  they 
are  demonstrating  their  ability  to  meet  the  changed  conditions 
brought  about  by  the  advent  of  the  private  automobile.  The  first 
condition  depends  on  the  second.  The  continuance,  to  say  nothing 
of  the  profitable  operation  of  any  type  of  transportation,  is  deter- 
mined by  the  degree  of  service  which  it  is  prepared  to  render,  by 
the  readiness  of  those  in  charge  of  it  to  meet  the  public  demand. 

1  here  is  evidence  that  the  management  of  electric  railways  is 
becoming  thoroughly  alert  to  this  contingency.  .  .  .  Two 
conditions  seem  to  favor  the  street  car  as  an  important  agency 
in  city  transportation.  They  are  the  comparatively  moderate 
expense  of  its  use  and  the  fact  that  it  is  an  aid  to  the  relief  of 
traffic  congestion.  .  .  .  The  two  advantages  of  the  street 
car,  coupled  with  the  possibility  of  constantly  bettering  its  serv- 
ice, seem  to  give  it  a  fair  chance  not  only  to  surviye  but  to  oper- 
ate on  a  reasonably  profitable  basis. 

From  an  entirely  different  source,  the  Philadelphia 
Evening  Ledger,  comes  additional  confirmation  of  this 
viewpoint.  Speaking  editorially  on  the  situation  in  South 
Jersey,  it  says : 

Engineers  familiar  with  the  general  science  of  transportation 
have  always  known  that  no  conceivable  development  in  the  design 
of  motor  buses  will  offer  an  adequate  substitute  for  railroad 
service.  In  a  lesser  way  the  same  rule  applies  to  trolley  cars. 
Street  cars  have  a  place  in  the  scheme  of  city  and  interurban 
transit  which  even  the  best  of  the  modern  motor  vehicles  cannot 
fill.  The  residents  of  National  Park,  Westyille  and  other  com- 
munities south  of  Camden  have  been  learning  by  this  experi- 
ence. Privately  operated  buses,  less  commodious  and  dependable 
than  the  street  cars,  were  warmly  welcomed  in  these  towns,  and 
a  time  came  when  trolleys  were  operating  at  a  loss  and  had  to  be 
withdrawn.  The  various  communities  are  now  appealing  to  the 
Public  Utilities  Commission.    They  want  the  street  car.s  restored. 

When  all  such  differences  are  finally  settled,  it  will  be  found 
that  places  exist  in  every  scheme  of  intercity  transit  for  trolleys. 
motor  buses  and  railway  trains.  The  thing  to  do  is  to  find  the 
place  for  each  and  kee])  it  where  it  belongs  under  a  permanent 
system  of  protected  and  regulated  traffic. 

From  still  another  angle,  there  is  the  .statement  of 
C.  E.  Smith,  the  consulting  engineer  who  made  a  report 
on  the  rapid  transit  situation  in  New  York  City,  which 
a])])eared  in  abstract  in  this  paper  for  Oct.  29.  In  dis- 
cussing the  New  York  surface  cars  he  says :  "Surface 
car  lines  are  not  obsolete  and  their  business  is  not  decreas- 
ing. On  the  other  hand,  they  are  becoming  more  and 
more  important  as  a  neighbcjrhood  convenience  and  neces- 
sity." And  this  is  held  to  be  true  in  a  city  where,  accord- 
in"  to  J.  P.  Thomas,  operating  manager  of  the  London 
Underground  System,  congestion  in  the  streets  exceeds 
anything  anywhere  in  Europe ! 

Surely  when  disinterested  observers  are  finding  all  this 


890 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


good  in  the  street  cars,  there  must  be  something  to  it.  It 
is  now  time  for  their  detractors  to  show  if  they  can  how 
the  congestion  is  to  be  lessened  and  the  people  carried  to 
better  advantage  if  the  street  cars  are  driven  oflf  the 
streets. 


New  England  Railways  Escape  Serious 
Flood  Damage 

WITHIN  the  period  of  eight  months  a  second  large 
area  of  this  country  has  suffered  severe  injury  from 
destructive  floods.  Last  spring  the  swollen  Mississippi 
River  was  the  cause  of  untold  destruction  along  its  valley. 
More  recently  the  rivers  of  New  England,  particularly 
the  Connecticut,  have  been  on  the  rampage. 

Damage  to  electric  railway  properties  resulting  from 
these  floods  has  been  less  than  might  have  been  expected. 
The  localities  in  the  Mississippi  Valley,  where  the  great- 
est destruction  occurred,  were  mostly  agricultural  com- 
munities. Comparatively  few  towns  large  enough  to  have 
electric  railway  service  were  hard  hit.  Similarly  in 
Vermont,  where  the  recent  New  England  floods  were  at 
their  worst,  most  of  the  towns  affected  had  no  street 
railway  systems.  Further  south,  in  Massachusetts  and 
Connecticut,  the  floods  came  down  upon  more  populous 
communities  and  caused  serious  disruption  of  their  trans- 
portation service.  Elsewhere  in  this  issue  is  an  account 
of  the  difficulties  encountered  at  Holyoke,  Springfield, 
Hartford  and  other  towns  in  that  district.  As  the  flood 
waters  recede  it  appears  that  the  permanent  damage  to 
physical  property  is  slight.  Suspension  of  service,  how- 
ever, has  entailed  large  revenue  losses.  The  railways 
spared  no  efforts  to  resume  service,  and  have  already 
made  great  strides  in  restoring  normal  conditions. 


Feeding  the  Political  Cat  Another  Gold  Fish 

PROPONENTS  of  the  measure  to  enable  the  city  of 
New  York  to  borrow  $300,000,000  beyond  its  present 
debt  limit  for  the  construction  of  new  transit  lines,  par- 
ticularly subways,  are  jubilant  at  the  impressive  victory 
which  was  scored  for  the  proposal  at  the  election  on 
Nov.  8.  Of  course  the  prospects  are  pleasing  to  the 
party  that  is  in  power,  but  to  the  sober  minded  the 
thought  occurs  as  to  how  much  longer  this  stark  mad- 
ness on  the  part  of  the  city  can  go  on  without  its  eventual 
and  concomitant  calamity.  Only  recently  the  Board  of 
Estimate  appropriated  about  $13,000,000  out  of  the 
budget  for  subway  constructioti.  The  plan  is  to  put  in 
increasing  amounts  for  the  next  four  years.  Contracts 
awarded  for  such  subways  now  total  $166,395,328  out  of 
a  probable  $674,000,000. 

The  present  Mayor  of  New  York  may  be  a  little  less 
vociferous  than  was  his  predecessor  in  office,  but  his 
sense  of  the  eternal  fitness  of  things  is  apparently  no 
more  acute  than  was  Mr.  Hylan's.  Over  the  protests 
and  warnings  of  Comptroller  Berry  the  Board  of  Esti- 
mate, at  his  Honor's  urging,  continues  to  spend  money 
like  a  drunken  sailor.  As  that  astute  financial  observer 
Barron's  recently  said,  the  city's  figureheads,  with  here 
and  there  an  exception,  are  plausible.  And  good  poli- 
ticians always  are  plausible.  That  is  what  makes  them 
good  politicians.  Golconda  is  at  their  very  doors.  And 
they  know  it. 

Administration  of  New  York  City  is  the  largest  pub- 
lic enterprise  in  the  country,  outside  of  the  United  States 
Treasury.  The  spoils  are  rich.  And  in  politics,  at  least 
in  New  York  City,  to  the  victor  belong  the  spoils.    City 


bonds  are  exempt  from  federal  and  state  income  taxes, 
and  the  city's  credit  is  therefore  high.  Somehow  or 
other  the  revenues  can  be  raised.  If  it  is  inadvisable  to 
increase  the  tax  rate,  the  assessment  value  can  be  boosted. 
It  seems  absurd,  but  it  is  a  fact. 

In  1917,  the  last  year  of  the  Mitchel  administration, 
the  city  budget  was  $200,000,000.  For  1928  the  amount 
is  $512,000,000.  And  Mr.  Berry,  the  single  administra- 
tion thorn  in  the  side  of  the  spoilsmen,  has  warned  of 
an  impending  budget  of  $1,000,000,000  in  the  not  far 
distant  future.  But  still  the  good  old  game  of  squander 
goes  on,  as  Barron's  has  said,  under  "a  tailor's  model  with 
a  speaking  attachment,  wound  up  to  say  '5  cents'  as 
often  as  necessary."  As  this  same  authority  points  out, 
if  the  annual  cost  of  city  administration  were  half  what 
it  is,  the  citizens  of  New  York  would  be  billions  richer. 
But  New  York  doesn't  care.  It  appears  to  be  ever  ready 
to  feed  the  political  cat  another  gold  fish. 


A  Death  Warrant  for  Governmental  Business 

SINCE  the  ancient  empire  of  the  Pharaohs  entered 
business,  governments  have  regulated  and  in  many 
instances  have  run  businesses  of  a  more  or  less  public 
character,  such  as  waterworks,  ferries,  gas,  electric  and 
railway  enterprises,  with  the  net  result  that  they  have 
made  woeful  failures  in  this  line  of  activity.  So  writes 
Prof.  Arthur  S.  Dewing  of  the  Harvard  Business  School, 
in  a  concise  and  convincing  expose  of  "Why  Government 
Fails  in  Business,"  appearing  in  a  recent  issue  of  the 
Annalist.  The  reasons  given  by  this  authority  are :  (1) 
Governments  "endeavor  to  function  without  recognizing 
the  rule  in  industry  of  profit";  (2)  the  ultimate  test  of 
the  value  of  governmental  operation  rests  with  its  ability 
to  meet  competition  in  commodities  delivered  to  the  ulti- 
mate consumer  for  services  rendered;  (3)  profits  repre- 
sent a  negative  cost  in  that  without  profits  the  ultimate 
cost  of  goods  produced  or  services  rendered  is  greater 
than  with  profits;  (4)  unlike  private  enterprises,  the 
directing  heads  of  government  businesses  "carry  on" 
whether  the  enterprises  are  failures  or  successes. 

What  is  more  important  than  these  blunders.  Pro- 
fessor Dewing  sees  the  melancholy  and  deceitful  fact  that 
government  business  undertakings — premised  upon  no 
profits — are  conducted  with  increased  cost  by  reason  not 
only  of  inefficient  management,  but  tiecause  high  real 
costs  are  masqueraded  as  low  apparent  costs,  with  the  re- 
sult that  some  form  of  taxation  absorbs  the  slack.  Also, 
most  governmental  enterprises  are  planned  for  immedi- 
ate needs  and  not  designed  on  a  large  capital  investment 
that  will  reach  forward  over  the  longest  stretches  of  time. 

From  the  standpoint  of  fact  and  theory.  Professor 
Dewing's  analysis  should  be  the  death  warrant  of  govern- 
mental business.  Such  enterprises  habitually  are  eco- 
nomically unsound  and  present  one  of  the  most  danger- 
ous stumbling  blocks  to  the  march  of  progress.  No  in- 
dustry realizes  this  more  than  the  utilities,  and  most 
particularly  the  railways,  which  in  several  instances  have 
been  throttled  by  such  competition.  Now  is  the  time  to 
support  the  United  States  Chamber  of  Commerce's  dic- 
tum that  our  government  should  retire  permanently  from 
business  and  let  private  enterprise  march  forward  to 
greater  achievements  and  reduce  costs  of  the  ultimate 
consumer.  Which  shall  we  have — communistic  theories 
and  socialistic  failures,  or  sound  business  administration 
in  which  producer  and  consumer  alike  share  the  benefits  ? 
The  foundations  of  our  country  rest  in  the  decentraliza- 
tion of  government. 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


891 


The  Jitney  to  Go  in  Detroit 

DETROIT  has  won  out  over  the  jitneys  at  last.  The 
victory  has  been  a  long  time  coming,  but  it  was  well 
deserved.  The  fight  has  lasted  more  than  four  years. 
The  legal  points  at  issue  were  made  plain  in  the  article  in 
the  Journal  for  Oct.  22.  It  would  seem  that  the  matter 
has  been  defined  by  the  courts  in  a  manner  sufficiently 
clear  so  that  a  quietus  has  been  sounded  on  any  attempt 
at  appeal.  The  course  of  the  direct  action  that  will  be 
taken  by  the  city  against  the  jitney  has  not  been  decided, 
but  it  is  not  unreasonable  to  suppose  that  the  city  will 
proceed  against  the  jitneys  no  less  militantly  than  it  did 
in  the  first  instance  and  on  a  plan  fully  as  wide  in  its 
application  as  was  the  original  one. 

It  seems  incredible  at  this  late  day,  when  the  matter  has 
become  a  thing  of  the  past  almost  everywhere  else,  that 
the  jitney  remained  an  issue  in  Detroit,  but  there  were 
special  reasons  why  this  was  so,  reasons  that  did  not 
govern  elsewhere.  With  them  there  is  no  concern  at  this 
time.  The  question  of  the  removal  of  the  jitneys  in 
Detroit  has  passed  from  a  speculative  one  to  one  of  fact, 
one  of  how  now  best  to  proceed.  That  is  the  work  upon 
which  the  city  officials  are  now  engaged.  Everywhere 
else  that  it  appeared  the  jitney  was  a  pest.  It  was  no 
less  so  in  Detroit,  in  which  city  it  is  estimated  these 
usurpers  carried  35,000  passengers  a  day,  the  great  ma- 
jority of  whom  should  now  become  patrons  of  the  cars 
or  buses  of  the  City  Department  of  Street  Railways. 
The  jitneys  in  Detroit  performed  no  function  that  the 
regularly  organized  railway  and  bus  systems  there  can- 
not perform  and  no  service  that  these  systems  are  not 
prepared  to  perform,  judging  from  the  willingness  so 
to  do  as  demonstrated  in  the  past. 


pany,  but  is  also  in  a  much  better  way  able  to  appreciate 
the  company's  problems  and  aid  in  their  solution." 

In  this  pronouncement  there  is  a  lesson  to  be  learned 
by  every  public  utility.  The  American  being  of  a  most 
inquisitive  nature  nothing  is  more  appreciated  than  full, 
concise  and  reliable  information.  It  is  the  open  sesame 
to  a  full  fare  box  and  to  a  contended  and  cemented  cor- 
porate family.  The  little  editorial  "Learn  Your  Com- 
pany" is  worthy  of  nation-wide  distribution. 


Learn  Your  Company 

"TJEOPLE  die  of  many  things,  but  few  from  possess- 
JTing  too  much  knowledge.  So  also  a  number  of  per- 
sons fail  to  get  ahead  in  their  chosen  business,  but  few 
because  they  know  too  much  about  it."  These  two  sen- 
tences from  the  opening  paragraph  of  an  editorial  in 
the  IS.C.  Neivs,  published  by  the  Indiana  Service  Cor- 
poration, are  worthy  of  much  thought  by  those  who  are 
striving  to  improve  service  and  attain  finesse  in  super- 
transportation. 

How  many  times  a  day  does  the  average  passenger 
hear:  "I  do  not  know;"  "I  am  not  familiar  with  that 
part  of  the  system ;"  "I've  never  been  on  that  run,"  and  a 
hundred  other  negative  answers  that  reveal  a  total  lack 
of  familiarity  with  the  company  operation. 

Like  charity,  information  should  begin  at  home.  Nine 
times  out  of  ten,  it  is  not  a  lack  of  interest  on  the  part 
of  the  employee  in  company  affairs,  but  rather  his  com- 
pany's lack  of  interest  in  a  plan  for  instructing  him  in 
these  matters.  If  it  is  his  company's  policy  to  "tell  him" 
he  will  tell  the  public.  A  sentry  on  duty  represents  the 
might,  and  assumes  the  entire  responsibility  for  the  safety 
of  the  army  in  which  he  is  enrolled.  At  one  time  or 
another  every  employee  is  in  this  role.  If  he  is  fore- 
warned he  is  forearmed  to  combat  adverse  public  opinion 
and  ameliorate  the  traveler's  difficulties.  In  short,  in 
the  words  of  the  editorial  just  referred  to,  "an  em- 
ployee of  the  Indiana  Service  Corporation"  (and  any 
public  utility),  "who  knows  its  size,  its  scope  and  busi- 
ness objective,  is  not  only  in  a  better  position  to  answer 
the  questions  of  the  general  public  concerning  this  com- 


Research  Takes  on  a  New  Significance 

RESEARCH  was  invested  with  a  new  significance  by 
-Edward  J.  Mehren,  vice-president  of  the  McGraw- 
Hill  Publishing  Company,  Inc.,  in  an  address  recently 
made  before  the  Chicago  Association  of  Commerce. 
After  presenting  an  exposition  of  its  great  value  as  one 
of  the  long-term  guarantees  of  prosperity,  he  epitomized 
the  situation  as  follows :  "I  hold  out  to  you  a  promise — 
future  industrial  success^ — if  you  employ  research,  and  I 
hold  out  a  threat — industrial  lameness  and  decay — if  you 
neglect  it." 

Nowhere  will  this  utterance  strike  a  more  responsive 
chord  than  in  the  hearts  of  the  leaders  of  the  transporta- 
tion industry.  Modern  transportation  is  built  upon  re- 
search, and  its  continued  progress  demands  further  re- 
search without  thought  of  cessation.  It  is  research  that 
developed  the  steam  locomotive,  the  electric  car,  the  gaso- 
line automobile  and  its  child  the  motor  bus.  It  is  re- 
search that  has  made  it  possible  for  the  industry  to  pro- 
mote speed  with  safety.  It  is  research  that  has  made  it 
possible  for  one  man  to  do  the  work  of  two  in  the  trans- 
portation department,  in  the  shop  and  on  the  track. 

This  last  element,  the  reduction  in  man-power  needed 
to  perform  a  certain  task,  is  shown  by  Mr.  Mehren  to  be 
the  greatest  factor  in  our  present  material  prosperity. 
The  last  United  States  census  of  manufactures  showed 
that  the  volume  of  our  manufactured  goods  in  1925  was 
2|  times  that  of  1899,  but  that  the  number  of  men  em- 
ployed was  only  1.8  times  as  great.  In  other  words,  each 
man  now  produces  50  per  cent  more  than  he  did  in  1899. 
The  reason  is  that  we  now  use  3^  times  as  much  power. 

As  a  result  of  this  greater  productivity,  there  has  been 
developed  a  higher  standard  of  living  for  the  individual, 
and  these  men  thrown  off  as  surplus  labor  by  the  older 
industries  have  gone  into  new  industries  and  are  making 
products  undreamed  of  in  1899.  This  important 
phenomenon  is  at  the  bottom  of  our  prosperity.  If  we 
understand  how  it  occurred  and  what  has  made  it  pos- 
sible we  shall  know  some  of  the  long-time  guarantees  of 
prosperity. 

Back  of  the  immediate  and  commercial  types  of  re- 
search there  must  be  another  type  of  research,  deeper  in 
character,  concerned  with  pushing  back  the  boundaries  of 
the  unknown.  On  the  results  of  this  deeper  type  of  re- 
search is  built  all  of  the  great  development  that  has  made 
for  the  progress  of  the  world  since  history  began.  In- 
vestigations of  this  type  cannot  be  controlled.  It  is  not 
possible  to  know  beforehand  what  the  result  may  be. 
It  must  suffice  the  investigator  to  know  that  there  should 
be  a  result,  either  positive  or  negative.  This  type  of  re- 
search is  to  industry  what  the  telescope  is  to  the  as- 
tronomer.   The  field  is  limitless. 

Mr.  Mehren's  conclusion,  "It  is  the  responsibility  of 
every  American  business  executive  to  give  generous  sup- 
port to  cost  reduction  efforts  and  to  industrial  and  scien- 
tific research,"  will  undoubtedly  be  subscribed  to  by  every 
far-seeing  executive  in  the  electric  railway  industry. 


i^ 


The  surface  cars  loop  at  the  principal  rapid  transit  stations 
so  as  to  provide  for  a  convenient  transfer 


Dorchester  Rapid  Transit 

Extension  Completed 

By  E,  L.  Lockman 

Assistant  to  the  Superintendent  of  Maintenance 
Boston  Elevated  Railway 

Former  steam  railroad  right-of-way  will  be  utilized 
by  Boston  Elevated  Railway  in  part  for  rapid 
transit  service  and  in  part  for  high-speed  trolley 
operation.       Details    of    construction    are    given 


* 


PREVIOUS  to  1923  the  residents  of  the  Dorchester 
district  of  Boston  had  for  several  years  urged  the 
necessity  of  improved  transportation  facilities.  It 
Was  suggested,  among  other  things,  that  the  Camliridge- 
Dorchester  tunnel  he  extended  to  Meeting  House  Hill 
and  possibly  beyond  that  point.  During  various  discus- 
sions the  proposition  of  using  one  or  more  of  the  branch 
lines  of  the  New  Haven  Railroad  was  advanced  by 
Charles  A.  Ufford.  The  Department  of  I'ublic  Utilities 
and  the  Transit  Department  of  the  city  of  Boston,  act- 
ing as  a  joint  board  in  1922,  reported  to  the  Legfislature 
a  comprehensive  rapid  transit  system  for  the  Dorchester 
<listrict.  On  May  25,  1923,  Governor  Cox  approved 
"An  Act  for  the  Extension  of  Rapid  Transit  Facilities 

'Abstract  of  a  f'apcr  picseiitcd  at  a  mcctint/  of  the  Xctv  Eng- 
Jaiul  Street  A'ai/icfl.v  Cliil>,  Boston,  Mass.,  Oct.  27. 


in  the  Dorchester  District  of  the  City  of  Boston."  This 
act  was  accejited  by  the  City  Council  and  approved  by 
the  Mayor  of  Boston  on  Sept.  12,  1923.  .Vfter  surveys 
and  estimates  had  been  made,  a  plan  acceptalile  to  those 
interested  and  the  Boston  Elevated  Railway  was  ap- 
jiroved. 

The  ShawnnU  Branch,  extending  from  the  main  line 
of  the  Boston  Division  of  the  New  Haven  Railroad  at 
Harrison  Square  to  Milton  and  Mattajjan,  a  distance  of 
approximately  4.25  miles,  with  double  track  to  Milton 
and  then  single  track  to  Mattapan.  was  purchased  by 
the  city  from  the  Nevv  Haven  Railroad.  In  order  to  con- 
nect the  existing  Dorchester  Tunnel  of  the  Boston  Ele- 
vated Railway  sy.steni  with  the  Shawnnit  Branch  it  was 
necessary  to  extend  the  tuiniel  from  Andrew  Square 
terminal  under  the  New  Haven  tracks  and  under  Boston 


892 


Xm'cwbcr  12,  1927 


ELECTRIC  RAILWAY  JOURNAl 


893 


LOWE^mpv^VCENTRAL  AVE. 
^0X  ft  \.STA.M4Mi. 


The  Dorchester  extension  is  on  the  right-of-way  of  a  former  steam  railroad  line 


The  Dorchester  Tunnel  of  the  Boston  Ele- 
vated Railway  system  has  been  extended  from 
Andrew  Square  under  Boston  Street  and  the 
tracks  of  the  Old  Colony  division  of  the  New 
Haven  Railroad.  The  track  comes  to  the  sur- 
face at  a  point  directly  east  of  Dorchester 
.Avenue. 

From  this  point  to  Harrison  Square  the  "El" 
tracks  have  been  constructed  on  the  west  side 
of  the  right-of-way  of  the  New  Haven.  This 
necessitated  the  relocation  by  the  steam  rail- 
road of  its  own  tracks  for  a  distance  of  about 
4,500  ft.  between  Columbia  Avenue  and  Savin 
Hill  on  the  easterly  side  of  the  railroad  property. 


MATTAPAN 


MATTAPAN 
TRANSFER  STA 
b.M  Miles 


■^^ 


Street,  then  curving  to  the  left  under  Dorchester  Avenue 
and  coming  to  the  surface  heyond  Dorche.ster  Avenue 
parallel  with  the  railroad  tracks.  From  this  point  to 
Harrison  Square  the  Transit  Departinent  was  ohliged  to 
purchase  additional  land  and  move  the  four  tracks  of  the 
New  Haven  Railroad  to  the  east  in  order  to  ])rovide  a 
two-track  right-of-way  ^5  ft.  in  width  for  rapid  transit 
purposes. 

The  act  provided  that  the  extension  of  the  Dorchester 
Tunnel  was  to  be  equipped  by  the  railway  in  the  same 
manner  as  all  subways  and  tunnels  previously  built  and 
leased.  For  the  lialance  of  the  Dorchester  ra])id  transit 
extension  the  equi])nient,  except  rolling  stock,  was  to  be 
provided  by  the  city.  By  mutual  agreement  it  was  decided 
that  all  connections  with  the  rapid  transit  exten.sion  occur- 
ring within  public  highways  were  to  he  installed  and 
owned  by  the  railway.  These  connections  included  trol- 
ley tracks,  .special  work,  trolley  wire,  poles,  feeders, 
conduits,  etc. 


At  Harrison  Square  the  "El"  leaves  the  Old 
Colony  right-of-way,  using  what  was  formerlv 
the  Shawmut  Branch  of  the  latter.    This  branch 
will  be  electrified  for  rapid  transit  to  Peabody 
Square,  where  there  will  be  a  yard  and  shops. 
From    Ashmont    to    Mattapan    the    track    of 
the  steam  railroad  will  be  rebuilt  and  electrified 
for   high-speed    trolley   service,    with    provision 
lor   convenient   passenger    interchange   at    Ash-  , ,  „         . 
inont.  W  hen  it  came  to  the 
The  coinpletion  of  this  project  will  add  more          ])roj)Osition  of  building 
than  6J  rapid-transit  route-miles  to  the  system            ^^acks    a  n  d    installing 
nic'udnig    more    than    jJi    miles    of    high-speed            ... 
trolley  route  on  private  right-of-way.                          signal  and  power  appa- 
ratus,  the  Transit  De- 
partment felt  that  this 
work  could  be  done  best  by  the  Bo.ston  IClevated  Railway, 
as  that  com])any  had  much  greater  exnerience  than  any 
available  contractor.     The  act  provided  that  the  work 
could  be  let  without  competitive  bids  and  a  contract  was 
made  with  the  railway  covering  the  installation  at  cost 
])lus  an  allowance  of  not   more   than    10  ))er  cent   for 
engineering,  overhead,  etc. 

Track  Is  Solidly  Constructed 

Material  required  to  equi])  the  extension  from  Andrew 
Square  to  Fields  Corner  included  29,016  tons  of  ballast, 
14,229  6x8-in.  hard  pine  ties,  58,269  ft.  of  85-lb,  A.S.C.E. 
rail  for  the  track  and  24,874  ft.  of  the  same  section  for 
the  third  rail.  14,000  ft.  of  special  guard  rail,  74,369 
screw  spikes,  20,626  tie  plates  and  60,250  malleable  cast- 
ings. 

The  track  is  constructed  according  tf)  the  Boston  Ele- 
vated Railway  standard  for  third  rail  t)peration.  The 
running  rails  are  mounted  on  rolled  steel  tie  plates  and 


•wWB    ^'^^      ^^^ 


<^j^i^' 


At  left,  section  of  track  south  of  Cambridge-Dorchester  tunnel.     At  right,  approach  to  Savin  Hill  station,  showing  headhouse  on  the 

viaduct.     Tracks  of  the  N.  Y.,  N.  H.  &  H.  R.R.  are  on  the  left 


894 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


fastened  to  the  wood  ties  with  screw  spikes.  The  ballast 
is  crushed  stone.  The  third  rail  is  of  the  same  section 
as  the  running  rail  but  is  rolled  under  different  chemical 
specification.  All  curves  are  protected  with  Boston  Ele- 
vated Railway  special  guard  rail,  and  in  addition  a  safety 
guard  is  placed  on  all  fills  and  on  all  bridges. 

The  tracks  are  on  13-ft.  centers  on  tangents  and 
slightly  more  on  curves,  leaving  on  either  side  within 
the  35-ft.  right-of-way  ample  room  for  signals,  conduits, 
etc.  The  roadbed  or  sub-grade  was  first  rolled  with  a 
steam  roller  and  the  ballast  up  to  the  bottom  of  the  ties 
was  delivered  by  motor  truck.  The  minimum  depth  of 
the  ballast  under  the  ties  is  approximately  12  in.  The 
ties  are  8  ft.  and  9  ft.  3  in.  in  length,  spaced  on  approxi- 
mately 2-ft.  centers,  the  longer  ties  being  used  for  sup- 
porting the  third  rail. 

After  the  rails  and  ties  were  in  place  ballast  for  tamp- 
ing purposes  was  delivered  by  car.  Compressed  air  tie 
tampers  were  used  for  surfacing  the  track.     The  ballast 


Portion  of  private  right-of-way  of  Dorchester 
rapid  transit  extension 

is  dressed  off  level  with  the  ties  and  on  the  outside  of 
each  track  it  is  sloped  off  to  the  level  of  a  footwalk  about 
2  ft.  below  the  top  of  the  rail.  This  footwalk  is  ap- 
proximately 2  ft.  in  width  and  dressed  off  with  peastone. 
It  was  provided  for  the  safety  of  inspectors  and  track 
walkers.  Footwalks  are  also  provided  across  all  bridges. 
Where  the  tracks  are  on  a  fill  the  banks  are  dressed  off 
and  seeded  in  order  to  improve  the  appearance  and  pre- 
vent erosion. 

The  entire  line  is  block  signaled,  the  signals  being  of 
the  three-colored  light  type  and  controlled  by  alter- 
nating-current track  circuits.  One  rail  of  each  track 
is  used  for  this  purpose.  There  are  30  blocks  of  an 
average  length  of  8,000  ft.  Each  signal  is  equipped 
with  an  electric  automatic  stop  to  prevent  a  train  passing 
a  signal  indicating  "danger."  The  temporary  interlock- 
ing at  Fields  Corner  station  is  of  the  electro-pneumatic 
type  with  a.c.  control.  The  block  signals  and  interlock- 
ing equipment  were  furnished  by  the  Union  Switch  & 
Signal  Company. 

The  entire  length  of  the  rapid  transit  right-of-way  is 
protected  by  a  chain  link  fence  6  ft.  in  height  topped 


with  three  strands  of  barbed  wire  in  order  to  prevent 
trespassers  entering  the  right-of-way  and  coming  in 
contact  with  the  third  rail  or  trains,  which  will  be  operated 
on  frequent  headway.  To  prevent  possibility  of  accidents 
this  fence  has  been  grounded  in  several  places,  as  any- 
thing coming  in  contact  with  the  third  rail  and  fence 
would  charge  the  entire  fence  for  a  long  distance.  The 
length  of  the  fence  including  both  sides,  together  with 
auxiliary  fences  at  certain  stations,  is  32,070  ft.  and 
it  was  necessary  to  provide  3,207  foundations  with  a 
concrete  beam  between  foundations,  requiring  a  total  of 
approximately  2,000  cu.yd.  of  concrete. 

Stations 

The  contracts  for  the  passenger  stations  were  let  sep- 
arately from  the  contracts  for  the  right-of-way.  The 
equipment  of  the  stations  will  be  provided  jointly  by  the 
Transit  Department  and  the  Boston  Elevated  Railway. 
The  passenger  stations  at  Columbia  Road  and  Savin  Hill 
are  way  stations  of  the  island  type.  Taking  into  con- 
sideration that  they  are  out-of-door  stations,  they  approx- 
imate as  nearly  as  possible  the  best  type  of  subway  or 
underground  station.  The  construction  is  substantial  and 
entirely  fireproof. 

At  each  station  the  entrance  building  or  headhouse  is 
located  on  the  sidewalk  level  at  the  intown  end  of  the 
station.  The  headhouse  is  provided  with  wide  doorways 
leading  into  an  area  where  there  is  located  the  apparatus 
for  collecting  fares,  making  change,  exit  turnstiles,  etc. 
Beyond  the  fare  collecting  barrier  a  double  flight  of 
stairs  used  for  entrance  and  exit  lead  to  the  platform  be- 
low. Under  the  stairs  suitable  toilets,  closets,  etc.,  are 
furnished.  The  platform  is  located  between  the  tracks 
and  is  constructed  of  reinforced  concrete.  A  canopy 
covers  its  entire  length  and  is  slightly  higher  than  the 
roofs  of  the  cars.  The  stations  are  300  ft.  long  and 
provisions  have  been  made  for  a  future  extension  of 
135  ft.  to  allow  for  the  operation  of  six-car  trains. 

Fields  Corner  station,  the  third  on  the  extension,  is 
2.4  miles  from  Andrew  Square  and  will  be  the  tem- 
porary terminus  of  the  rapid  transit  trains  pending  the 
completion  of  the  extension  and  terminal  at  Ashmont. 
At  this  location  the  Transit  Department  and  the  Boston 
Elevated  Railway  have  developed  a  modern  station  and 
terminal  for  the  interchange  of  passengers  between  rapid 
transit  trains,  trolley  cars  and  buses.  This  station,  with 
approaches,  covers  an  area  of  6.8  acres  and  is  located  a 
short  distance  north  of  the  railway's  building,  carhouse 
and  yard.  The  layout  is  an  improvement  over  the  older 
type  of  terminal  in  that  it  provides  for  direct  interchange 
of  passengers  between  trolley  cars  and  rapid  transit  trains 
on  the  same  level.  The  trolley  cars  reach  the  upper  level 
by  inclines  having  a  grade  of  not  more  than  5  per  cent. 

The  platforms  are  covered  by  a  building  300  ft.  in 
length  by  135  ft.  in  width  of  steel  and  reinforced  concrete 
construction  with  a  steel  and  wood  roof.  The  rapid 
transit  platforms  are  long  enough  at  the  present  time  to 
accommodate  four-car  trains,  but  provision  has  been 
made  for  extending  the  platforms  135  ft.  when  six-car 
trains  are  operated. 

The  rapid  transit  tracks  pass  through  the  approximate 
center  of  the  station  with  platforms  on  either  side.  There 
are  two  tracks  for  trolley  cars  on  the  outbound  platform 
and  one  track  on  the  inbound  platform  paralleling  the 
rapid  transit  tracks  and  flush  with  the  platforms. 

The  platform  between  the  trolley  cars  and  rapid  tran- 
sit track  is  33  ft.  in  width,  divided  into  two  parts.  The 
"pay-leave"    area    holds    four    cars    where    trolley    car 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


895 


Fields  Corner  transfer  station  for  connecting  lines.     Illustration  at  left  shows  the  bus  and  street  passageway 


passengers  not  having  previously  paid  their  fares  will  do 
so  before  entering  the  rapid  transit  platform.  A  "pay- 
enter"  area  for  three  cars  is  provided  for  the  conven- 
ience of  passengers  who  have  previously  paid  their  fares 
and  wish  to  continue  their  journey  on  the  trolley  cars. 

There  is  a  20-ft.  busway  through  the  station  at  the 
street  level.  Buses  enter  from  the  Dorchester  Avenue 
side  and  pass  out  of  the  station  at  Geneva  Avenue.  The 
bus  platform  is  14  ft.  in  width  and  is  divided  transversely 
into  two  parts.  The  "pay-leave"  area  has  a  capacity  of 
six  buses.  Passengers  leave  the  buses  here,  pass  through 
a  barrier  and  pay  their  fare  before  entering  the  station 
to  take  either  the  trolley  cars  or  rapid  transit  trains. 
The  buses  then  make  an  additional  stop  in  the  "pay-enter" 
area,  holding  six  buses,  where  passengers  who  have  pre- 
viously paid  their  fares  take  the  buses. 

Entrances  and  exits  are  provided  at  the  street  level. 
The  main  fare-collecting  unit  is  located  on  the  upper  level 
between  the  inbound  rapid  transit  tracks  and  the  surface 
tracks.  Fare  collecting  units  are  also  located  on  the  bus 
platform  at  the  Charles  Street  entrance  to  the  station. 
A  total  of  eleven  General  Electric  automatic  passimeters 
and  five  Langslow  passimeters  are  used  in  the  various 
fare-collecting  units. 


The  color  scheme  of  the  station  differs  from  that  used 
in  the  subway  tunnel  stations,  where  the  trim  around  the 
white  tile  or  plaster  walls  is  a  different  color  at  each 
station.  At  all  three  stations  the  color  of  the  roof  sup- 
ports, waiting  rooms,  booths,  etc.,  is  green,  stippled  with 
black,  which  is  very  effective. 

Between  the  area  occupied  by  the  rapid  transit  station 
and  the  railway's  property  was  a  tract  of  land  of  suffi- 
cient size  to  permit  the  erection  of  a  100-car  bus  garage. 
At  the  request  of  the  railway  the  Transit  Department 
purchased  this  property,  which  with  the  rapid  transit 
station  and  the  railway's  property  gives  an  area  of  approx- 
imately 10  acres  and  provides  for  a  complete  operating 
plant  of  rapid  transit  trains,  trolley  cars  and  buses.  The 
site  for  the  bus  garage  is  now  being  prepared ;  not  all  of 
the  buildings  have  as  yet  been  removed.  One  unit  will 
be  built  at  this  time  having  an  open  floor  area  of  20,000 
sq.ft.  with  a  capacity  of  56  buses.  A  central  heating 
plant  is  also  to  be  installed  for  heating  the  garage  and 
waiting  rooms  in  the  station. 

South  of  Fields  Corner  station  the  tracks  extend  for 
a  sufficient  distance  to  provide  storage  yard  and  operat- 
ing tracks.  A  temporary  double  crossover  has  been  in- 
stalled  for  turning  back  trains.     The   crossover   with 


Transfer  platform  of  Fields  Corner  station.     Fences  and  passimeters  will  insure  payment  of  rapid  transit  fares 


896 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70.  A'o.20 


necessary  signals  for  governing  the  train  movements  will 
be  controlled  from  an  electro-pneumatic  interlocking 
plant  located  in  a  temporary  wooden  tower  just  south  of 
the  station. 

Between  Park  Street  and  Peabody  Square,  a  distance 
of  4.150  ft.,  there  is  a  covered  section  or  subway.  It 
was  first  intended  to  build  this  section  in  an  open  cut 
providing  substantial  retaining  v«alls  on  either  side  and 
abolishing  grade  crossings  at  five  streets.  It  was  found, 
however,  that  the  retaining  walls  would  have  to  be  of 
very  heavy  construction  and  the  Transit  Department  and 
the  railway  engineers  arrived  at  the  same  conclusion  at 
practically  the  same  time;  that  is.  it  would  be  fully  as 
cheap  to  build  a  subway  with  a  light  roof  construction  and 
that  the  operating  conditions  would  be  much  better  in  a 
subway  than  in  an  open  cut,  particularly  on  account  of 
the  probability  of  the  cut  filling  with  snow  during  heavy 
storms. 

Shawmut  station,  3.06  miles  from  Andrew  Square, 
between  Mather  Street  and  Centre  Street,  will  be  of  the 
subway  type  with  separate  platforms  for  each  track ;  the 
platforms  will  be  435  ft.  in  length  by  12  ft.  wide.  In 
this  case  it  was  found  advisable  to  build  the  platform  for 
the  length  necessary  for  six-car  trains,  but  only  300  ft.,  to 
accommodate  four-car  trains,  will  be  equipped.  The  en- 
trance building  or  headhouse  will  be  located  in  the  cov- 
ered section  over  the  station  platforms. 

Ashmont  terminal,  3.6  miles  from  Andrew  Square, 
will  be  located  just  south  of  Peabody  Square  at  the  ap- 
proximate location  of  the  Ashmont  station  of  the  New 
Haven  Railroad  and  will  be  the  terminal  for  rapid 
transit  trains  and  high-speed  trolley  line  from  Mattapan 
and  Milton.  There  will  also  be  local  trolley  track  con- 
nections as  well  as  ample  capacity  for  buses. 

The  A.shmont  terminal  will  also  be  of  the  one  level 
type,  in  so  far  as  trolley  cars  and  rapid  transit  trains  are 
concerned,  the  platforms  between  them  being  at  the  same 
level.  The  building  covering  the  station  jilatforms  will 
be  300  ft.  in  length  by  166  ft.  in  width,  constructed  of 
reinforced  concrete,  with  roof  of  steel  and  wood.  As  at 
Fields  Corner,  the  rapid  transit  tracks  pass  through  ap- 
proximately the  center  of  the  station,  the  tracks  being 
about  4  ft.  below  the  platform  level. 

All  trolley  cars  enter  the  station  from  the  south  of  the 
station  building,  passing  over  the  rapid  transit  tracks  on 
a  concrete  viaduct.  There  is  one  in-town  trollev  track- 
next  to  the  east  wall  of  the  station,  having  a  cai^acity  of 
six  cars.  Between  this  track  and  the  in-town  rapid  transit 
track  is  a  platform  30  ft.  in  width,  where  the  main  fare- 
collecting  unit  will  be  located. 

After  discharging  passengers,  the  trolley  cars  will  pass 
out  of  the  station  and  over  the  rapid  transit  tracks  by 
means  of  a  concrete  viaduct  north  of  the  station  building 
and  re-enter  the  station  on  the  west  side,  where  there  are 
three  tracks,  having  a  total  capacity  of  fifteen  trolley 
cars,  with  ample  platform  between  the  outbound  rapid 
transit  track  and  the  nearest  trolley  track  and  suitable 
platforms  between  each  pair  of  trolley  tracks.  Cars  that 
enter  the  station  from  the  south  may  proceed  north 
on  Dorchester  .-Vvenue,  without  returning  through  the 
station. 

The  high-speed  trolley  cars  will  enter  the  station  from 
the  south  on  the  in-town  track  previously  described,  and 
these  cars  will  return  over  the  reverse  route  as  described 
above,  picking  up  their  passengers  on  the  outbound  side 
of  the  station,  reaching  the  high-speed  trolley  track  by 
means  of  the  concrete  viaduct  south  of  the  station  pre- 
viously described. 


At  this  station  the  busway  is  located  at  approximately 
the  same  height  as  the  roof  covering  the  platforms.  In 
designing  the  station  the  Transit  Department  took  advan- 
tage of  the  fact  that  rapid  transit  tracks  are  considerably 
below  the  level  of  Dorchester  Avenue  and  Peabody 
Square.  The  buses  will  enter  the  station  from  Dor- 
chester Avenue  on  a  slight  upgrade,  reaching  the  bus 
platform  which  is  parallel  to  the  rapid  transit  tracks. 
The  total  length  of  the  bus  platform  is  330  ft.  x  12  ft. 
wide.  The  busway  itself  is  20  ft.  wide,  and  has  a  capacity 
of  eleven  buses  on  the  loading  and  unloading  ])latforms. 
The  buses  will  leave  the  station  on  a  slight  descending 
grade,  reaching  Dorchester  Avenue  near  Pealxjdy  Square. 

Passengers  leaving  buses  will  have  ready  access  to 
either  the  ra])id  transit  or  trolley  car  ])latform  by  means 
of  a  passageway  at  the  roof  level  and  stairways  to  the 
platforms.  Fares  will  be  collected  at  the  entrance  to  this 
passageway. 

It  is  anticipated  that  the  number  of  movements  of 
rapid  transit  trains,  trolley  cars  and  buses  at  this  ter- 
minal when  the  entire  extension  is  in  full  operation  will 
be  equal  to  if  not  in  excess  of  the  total  car  movements 
at  Park  Street  .station  in  the  Tremont  Street  subway. 

South  of  Ashmont  terminal  bordering  on  Codman 
Street  there  will  be  provided  a  rapid  transit  yard  con- 
taining eight  tracks  and  a  loop  which  will  accommodate 
90  Cambridge  subway  cars.  The  yard  is  sufiicient  to 
provide  an  ultimate  storage  for  206  cars  along  with  a 

suitable  repair  shop. 

^ 

"Ask  Me  Another,"  as  Practiced 
in  Fort  Worth,  Tex. 

INTERESTING  transportation  points  are  brought  to 
the  attention  of  the  trainmen  of  the  Northern  Texas 
Traction  Company,  Fort  Worth,  Tex.,  by  a  novel 
method,  which  is  mentioned  in  the  company's  brief  for 
the  1927  Coffin  Prize.  The  method  is  known  as  the 
"Question  Board." 

Each  week  a  question  dealing  with  some  phase  of  the 
company's  business  is  posted  on  a  bulletin  board  in  the 
trainmen's  clubroom.  A  prize  of  $1  is  given  to  the  man 
getting  closest  to  the  correct  answer.  It  is  felt  that  the 
offer  of  some  prize  like  this,  even  if  nominal  in  amount, 
adds  to  the  interest  taken  in  the  competition. 

A  typical  question,  jxjsted  on  April  21,  with  the  way 
in  which  it  was  asked,  follows : 

How  much  time,  in  minutes,  is  consumed  in  the  proper  adjust- 
ment of  race  signs  in  a  car  in  a  run  of  ten  (10)  round  trips  on 
Arlington  Heights? 

.\  dollar  bill  will  be  given  the  operator  who  furnishes  the 
nearest  correct  answer. 

Arlington  Heights  operators  and  extra  men  operating  Arling- 
ton Heights  cars  between  this  date.  April  21.  and  Sunday,  April 
24.  please  answer. 

The  method  of  posting  the  correct  answers  may  l)e 
illustrated  by  those  received  to  the  question  just  given. 
This  competition  closed  on  April  24  and  the  result,  which 
was  posted  April  25,  read  as  follows : 

The  following  answers  were  received  to  the  question  of  "How 
much  time  is  consumed  in  the  proper  adjustment  of  race  signs 
nil  .Arlington  Heights,  in  making  ten  (10)  round  trips? 

The  time  consumed  was  290  seconds  by  an  actual  check  made 
with  a  stop  watch  for  ten  (10)  round  trips.  Operators  D.  B. 
.Stanley  and  J.  R.  Brown  turned  in  the  nearest  correct  answers 
of  300  seconds  each  and  are  the  winners  of  the  prizes. 

In  cases  where  the  replies  received  bring  the  correct 
solution  to  some  debatable  question  of  ojieration,  bulletins 
of  greater  length  are  posted,  outlining  the  company's 
future  policy  in  this  respect. 


Logical  Valuation  for  the  Utilities 

Cost  of  reproduction  is  recognized  by  the  Supreme  Court  as 
present  value  and  should  be  accepted  by  commissions.  Valua- 
tions,  when   required,   should  be  made  by  commission   staff 

By  William  A.  Prendergast 


Chairjiiati  of  the  Public  Service  Commission 
of  the  Stale  of  A'cic  York 


Speaking  before  the  annual  convention  of  the 
National  Association  of  Railroad  and  Utilities  Com- 
missioners held  at  Dallas.  Tex.,  Oct.  17-21.  Mr. 
Prendergast  made  an  able  plea  for  the  uniform 
valuation  of  utilities,  even  if  state  legislation  is 
necessary  to  authorise  it.  The  address,  here  pre- 
sented in  abstract,  is  an  able  treatment  of  the  subject 
and  merits  careful  attention  of  every  one  interested 
in  zvluiition   and  rate  problems. — Editor. 

HAS  the  regulatory  concei^t  justified  itself?  The 
friends  of  reg;ulation  of  inihlic  utilities  are  able  to 
offer  many  cogent  arguments  in  its  suDDort  in  the 
form  of  accomplished  acts.  In  fact,  it  is  easily  possible 
to  prove  that  the  .system  has  decided  advantages  over  any 
methods  that  were  ever  folhnved  before  state  regulation 
was  introduced.  But  there  are  undoubtedly  some  shad- 
ows in  the  picture.  It  will  be  useless  for  the  advocates  of 
regulation  to  deny  this.  It  may  be  said  that  there  are  two 
very  deep  shadows  at  the  present  time.  One  is  the  juris- 
dictional authority  of  the  Interstate  Commerce  Commis- 
sion, conflicting  as  it  frequently  does  with  state  authority. 
The  other  is  the  failure  on  the  part  of  the  state  commis- 
sion to  have  developed  a  definite  policy  in  respect  to  the 
principles  of  valuation  of  public  utility  properties.  Critics 
of  regulation  go  so  far  as  to  say  that  the  disagreements 
regarding  principles  of  valuation  at  the  present  time  may 
wreck  the  future  of  the  regulatory  system,  and  that  there 
are  serious  limits  to  the  extent  to  which  regulation  is 
itself  effective.  It  is  to  the  second  of  the.se  propositions 
that  this  paper  will  be  addressed. 

Let  us  examine  the  question  fairly  and  discuss  it  with 
candor.  It  is  twenty  years  since  state  regulatory  laws 
established  commissions  with  considerable  and  broad 
powers  over  the  conduct  of  public  utility  business.  Now 
in  the  earlier  years  of  commission  regulation  the  problem 
of  valuation  was  not  a  serious  one.  In  the  beginning  the 
two  important  things  these  state  commissions  were  sup- 
posed to  do  were  to  control  properly  the  issues  of  securi- 
ties to  prevent  stock  watering  and  reduce  the  rates 
charged  by  public  utilities.  The  reduction  of  rates  was 
accomplished  in  many  cases  prior  to  the  Great  War  with- 
out recourse  to  any  very  well-defined  valuation  of  the 
properties.  It  was  not  until  the  war  reaction  toward  high 
price  levels,  accompanied  by  the  desperate  resistance  of 
these  demands  by  municipalities  and  citizen  organizations, 
that  the  question  of  valuation  commenced  to  loom  large 
and  the  great  importance  of  the  question  in  the  structure 
of  rate  making  made  itself  evident.  Simultaneously  there 
came  the  assertion  by  utilities  of  their  right  to  a  full 
recognition  of  the  value  of  their  properties,  and  the 
equally  insistent  effort  of  the  representatives  of  the  locali- 
ties to  .secure  the  lowest  possible  basis  of  valuation. 


The  commissions  have  attemjJted  to  deal  fairly  and 
justly  in  this  tense  and  litigious  situation,  but  their  deci- 
sions have  indicated  a  noticeable  effort  to  establish  the 
lowest  possible  measure  of  valuation,  often  unsustained 
by  evidence,  and  in  many  cases  un.su])ported  by  arguments 
of  a  convincing  character.  The  natural  result  has  been 
appeals  to  the  courts,  reversals  of  commission  determina- 
tions and  much  iniblic  disai)i)rol)ation. 

The  wide  divergence  of  opinion  ujion  this  question  of 
valuation  which  is  manifested  in  commission  decisions 
certainly  affords  in.s))iration  to  tlie  critical  in.stinct.  The 
fiuestion  therefore  arises.  Does  this  ])rol)lem  of  valuation 
endanger  the  stability  of  our  present  regulatory  system  ? 
Have  the  commissions  grappled  with  the  valuation  prob- 
lem fundamentally?  Many  decisions  indicate  a  genuinely 
studious  effort  to  find  a  .solution  of  this  jiroblem,  but  it 
is  also  true  that  a  similar  number  seemingly  manifest  an 
effort  to  avoid  a  declaration  of  definite  principles.  It  is 
also  true  that  even  when  faced  by  adverse  court  decisions 
commissions  .seem  to  make  an  effort  to  avoid  the  full  im- 
])lication  of  the  court's  fiat  and  incline  toward  a  standard 
of  valuation  which  will  arouse  the  least  i)ossible  adverse 
]iolitical  comment. 

luSTIFICATION  FOR  I'AST   I'OLICIES  OF  COMMISSIONS 

.Much  mav  be  .said — and  with  good  reason — in  supjwrt 
of  the  idea  that  it  may  not  have  been  wise  for  the  com- 
missions at  a  too  early  stage  to  attempt  to  enunciate 
conclusive  doctrines,  and  in  the  i)eriod  from  1918  to  1922 
such  a  policy  may  have  been  justifiable.  At  the  present 
time,  however,  and  for  the  past  four  years  at  least,  the 
economic  situation  has  been  such  that,  with  all  reasonable 
conjectures  as  to  immediate  future  hajjpenings,  we  can 
definitely  state  that  we  have  jiasscd  from  the  stage  of  the 
speculative  into  the  stable,  with  the  resulting  resjionsi- 
hility  of  better  defined  or  more  settled  judgments  on 
<|uestions  affecting  the  course  of  regulation.  I  do  not 
mean  to  im]5ly  that  the  past  ten  years  have  been  barren  of 
consideration  of  the  different  elements  of  the  valuation 
])roblem..  Decisions  contain  many  references  to  "orig- 
inal cost"  and  "reproduction  cost,"  but  these  discussions 
are  finally  enveloped  in  a  mist  of  indecisive  rhetoric 
which  even  the  courts  cannot  unveil.  During  the  post- 
war period  there  have  been  a  number  of  court  decisions, 
the  trend  of  which  has  been  strongly  in  the  direction  of 
recognition  of  so-called  "reproduction  cost"  as  a  deter- 
mining element  in  the  ascertainment  of  "present  value." 
This  has  been  enunciated  by  the  Supreme  Court  of  the 
L'nited  States.  While  there  was  a  check  to  the  general 
;icce]5tance  of  this  doctrine,  indicated  by  the  decision  in 
the  Georgia  Railway  &  Power  Com])any  decision,  it  may 
be  said  to  have  been  removed  by  the  McCardle  decision. 


897 


898 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


Are  we  not  now  at  that  turn  in  the  road  where  the 
utility  commissions  must  decide  (1)  to  accept  what  the 
courts  have  decreed,  or  (2)  to  seek  legislation  from  their 
states  to  establish  the  principles  they  should  follow,  or 
(3)  to  agree  upon  some  definite  policy  of  their  own  ?  The 
first  suggestion^ — to  abide  by  the  rulings  of  the  United 
States  Supreme  Court — is,  of  course,  the  path  of  least 
resistance ;  the  second — to  have  recourse  to  a  legislative 
edict  on  the  subject — is,  in  my  opinion,  inexpedient  for 
reasons  which  I  will  state  later ;  the  third — that  the  com- 
missions seek  to  find  a  conservative  and  fair  policy  of  their 
own  which  will  square  with  the  legal  principles  as  enunci- 
ated by  the  courts — seems  to  be  a  duty  which  the  com- 
missions ought  to  assume  without  hesitation  or  evasion. 

It  is  during  the  past  ten  years  that  rate  proceedings 
have  assumed  a  new  significance  in  our  economic  life. 
Perhaps  the  utilities  have  taken  a  too  aggressive  atti- 
tude in  the  trial  of  rate  cases  and  should  have  ex- 
hibited a  greater  disposition  not  to  insist  upon  their  rights 
under  the  law,  especially  with  respect  to  the  fixation  of  a 
fair  value  of  their  properties.  But  they  have,  and  it  is 
this  very  insistence  which  gives  us  our  valuation  problem 
today. 

It  might  serve  a  useful  purpose  to  inquire  as  to 
whether  the  utilities  have  not  been  forced  into  their  posi- 
tion by  the  extreme  course  taken  by  public  authorities, 
especially  those  representing  certain  municipalities. 
There  are  cases  without  number  which  could  have  been 
speedily  settled  by  commissions  without  protracted  pro- 
ceedings if  it  had  not  been  for  the  unreasonable  attitude 
of  representatives  of  the  public.  The  consequence  has 
been  that  these  cases  have  had  to  proceed  to  a  determina- 
tion with  the  finding  of  valuation  figfures  inuring  to  the 
advantage  of  the  utility  and  the  embarrassment  of  the 
municipalities. 

In  cases  where  the  utilities  have  objected  to  the  find- 
ings of  the  commissions  the  courts  have  by  their  rulings 
established  precepts  of  valuation  which  stand  as  a  pro- 
tection to  the  utilities  in  the  future.  We  have  therefore 
had  an  economic  battle  between  utilities  and  commissions, 
the  net  gains  of  which  up  to  this  time  have  been  on  the 
side  of  the  utilities.  I  assert  that  much  of  this  would 
have  been  avoided  if  municipalities  had  taken  a  reason- 
able stand,  and  if  public  officials  had  not  frequently 
sacrified  public  funds  and  public  time  in  order  to  enhance 
their  own  political  prestige.  At  the  risk  of  repetition, 
may  I  say  that  the  public  has  lost  by  this  policy,  because 
rates  have  been  advanced  and  valuation  principles  estab- 
lished by  the  courts  in  a  manner  which  has  immeasurably 
strengthened  the  utilities. 

Attacks  on  "Reproduction  Cost"  Theory 

We  have  now  reached  a  period  in  regulation  where 
valuation  has  become  a  potential  issue,  with  the  "repro- 
duction theory"  as  the  chief  point  of  attack,  this  being 
due,  and  very  naturally,  to  the  fact  already  noted  that 
the  trend  of  judicial  sanction  has  been  in  that  direction. 
The  reproduction  theory  if  followed  will  in  nearly  all 
cases  produce  a  high  valuation.  It  therefore  invites  the 
opposition  of  representatives  of  municipalities  and  civic 
organizations.  They  are  against  it  for  this  reason.  The 
merits  of  the  subject,  whatever  they  may  be,  have  little 
influence  upon  the  ideas  of  these  public  officials.  Some 
alternative  suggestions  to  the  "reproduction  theory"  are 
advanced  with  great  persuasiveness  and  force  by  critics 
of  this  doctrine. 

The  dissenting  opinion  of  Mr.  Justice  Brandeis,  con- 
curred in  by  Mr.  Justice  Holmes,  in  the  Southwestern 


Bell  Telephone  case  advocates  "prudent  investment."  At 
the  same  time  one  cannot  help  believing  that  under  this 
subtle  title  there  rests  contentedly  our  old  friend  "original 
cost."  To  argue  with  Justice  Brandeis'  opinion  would  be 
presumptuous,  but  it  must  be  said  that  no  court  has  yet 
upheld  the  theory  or  directed  its  application  to  any  par- 
ticular case.  It  is  also  worthy  of  note  that  in  his  dissent- 
ing opinion  in  the  McCardle  case,  concurred  in  by  Mr. 
Justice  Stone,  Mr.  Justice  Brandeis  says  little  concerning 
"prudent  investment"  and  devotes  his  attention  to  the 
idea  that  "the  estimate  (of  value)  to  be  in  any  way  wor- 
thy of  trust  must  be  based  on  a  consideration  of  the 
varying  costs  of  labor,  materials  and  money  for  a  period 
of  at  least  as  long  as  would  be  required  to  construct  the 
plant  and  put  it  into  operation,"  and  again  he  says,  "but 
where  a  plant  would  require  years  for  completion  the 
estimate  would  be  necessarily  delusive  if  it  were  based  on 
'spot'  prices  of  labor,  materials  and  money." 

Worcester  Case  Repudiates  Reproduction  Basis 

Quite  recently  we  have  read  a  determination  of  the 
Massachusetts  Department  of  Public  Utilities  in  the  case 
of  Customers  vs.  Worcester  Electric  Light  Company. 
This  was  widely  spoken  of  as  a  repudiation  of  the  repro- 
duction cost  theory  as  expounded  by  the  Supreme  Court 
of  the  United  States  and  a  reassertion  as  well  as  a  vin- 
dication of  "prudent  investment."  I  think  it  is  very 
material  in  our  present  discussion. 

There  are  four  recorded  opinions  in  the  case.  They 
furnish  figures  respecting  value  all  the  way  from  an 
assessed  valuation  of  $4,571,200  up  to  a  reproduction  cost 
claimed  by  the  company,  less  depreciation  and  including 
overheads,  totaling  $17,837,000.  The  value  of  the  prop- 
erty was  fixed  by  the  commission  at  not  to  exceed  $10,- 
000,000.  In  a  spirit  of  inquiry  or  curiosity  it  would  be 
consoling  to  know  just  how  that  value  was  determined. 
Why  does  $10,000,000  mark  "prudent  investment  ?"  The 
principal  opinion  states  that  the  value  is  based  on  the 
McCardle  case  and  other  recent  decisions  of  the  Supreme 
Court,  though  how  it  does  so  is  not  clearly  stated. 

If  "prudent  investment"  possesses  those  merits  which 
have  been  claimed  it  should  be  something  that  may  easily 
be  understood  and  defined.  If  one  has  to  take  an  arbi- 
trary figure,  the  sources  of  which  cannot  be  discovered 
from  a  careful  reading  of  the  decision,  does  the  theory 
give  us  a  simple  and  stable  basis,  which  its  advocates 
have  claimed  for  it,  in  determining  value  of  a  public 
utility's  property  ? 

Despite  the  trend  toward  acceptance  of  "reproduction 
cost"  in  current  decisions  there  are  able  and  alert  oppo- 
nents of  the  idea.  Among  the  foremost  is  Dr.  John  Bauer, 
whose  book  "Effective  Regulation  of  Public  Utilities"  has 
received  wide  attention  and  much  deserved  praise.  In 
addition  to  this.  Doctor  Bauer  has  furnished  us  with  a 
number  of  interesting  articles  embodying  the  views  ex- 
pressed in  his  book.  There  have  also  lately  appeared  a 
series  of  articles  by  the  Rev.  John  A.  Ryan,  D.D.,  pro- 
fessor of  moral  theology  and  industrial  ethics  at  the 
Catholic  University  of  America,  published  in  the  "Cath- 
olic Charities  Review,"  assailing  the  cost-of-reproduction 
formula,  which  for  vigor  of  expression  and  enunciation 
of  economic  principles  makes  most  utterances  upon  this 
subject  appear  like  nursery  rhymes.  Father  Ryan  denom- 
inates the  reproduction  cost  idea  as  "The  New  Usury." 

Doctor  Bauer's  Plan 

Doctor  Bauer  does  not  act  only  in  the  capacity  of  a 
critic ;  he  presents  a  plan  in  the  Harvard  Business  Review 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


899 


of  October,  1926.  He  admits  that  the  present  situation 
is  chaotic,  and  that  if  we  are  to  cut  our  way  through  the 
confusion  we  must  place  regulation  on  a  definite  and 
workable  basis  for  the  future.  This  means,  he  says,  that 
we  must  abandon  the  "fair  value"  basis  and  adopt  a 
definite  and  determinable  basis  of  rates,  which  can  be 
readily  administered  upon  undisputed  facts  without  con- 
flict between  public  and  private  interests.  So  far  as  fu- 
ture investments  in  property  are  concerned,  Doctor  Bauer 
would  frankly  base  the  return  on  actual  investment  which 
can  be  shown  definitely  in  the  accounts,  under  commis- 
sion jurisdiction  and  without  any  possibility  of  dispute. 
As  to  existing  investments,  he  would  start  with  a  definite 
initial  value  of  existing  properties  "based  upon  reasonable 
considerations  of  the  various  conditions  and  fair  treat- 
ment of  the  investors.  There  would  be  no  general  advan- 
tage in  confiscation,  even  if  that  were  possible  under  the 
Constitution."    Dr.  Bauer  continues : 

My  proposal  is  to  start  with  an  appraisal  at  actual  cost  of  in- 
stallation and  deduct  depreciation  so  as  to  fix  the  present  net 
monetary  investment  in  each  property.  Then  this  amount  should 
be  so  adjusted  as  to  meet  the  requirements  of  fair  treatment. 
I  should  urge  particularly  that  an  allowance  should  be  made  for 
the  common  stockholders'  investment  so  as  to  compensate  them 
for  the  change  in  price  level  since  the  time  their  investments  were 
made.  While  this  might  be  viewed  as  an  element  of  present  re- 
production cost,  it  would  be  allowed  on  the  grounds  of  equitable 
treatment.  It  would  not  be  applied,  however,  to  the  entire  prop- 
erty, for  the  bondholders  and  preferred  stock  holders  would  be 
contractually  limited  to  the  stipulated  interest  and  dividend  rights 
as  fixed  by  the  securities  issued.  Even  if  such  an  adjustment 
were  made  upon  their  investment,  they  would  not  obtain  the 
benefit,  so  that  there  is  no  demand  in  fairness  for  such  an 
allowance.   . 

In  any  event,  I  should  urge  that  a  final  valuation  of  existing 
utility  properties  should  be  made.  Whatever  reasonable  adjust- 
ments in  any  respect  may  seem  desirable  and  just  in  any  case, 
they  should  be  made  once  for  all  and  then  incorporated  in  a 
fixed  sum  for  the  future.  This  final  amount  should  be  fair,  but 
should  not  be  subject  to  future  reconsideration,  and  this  fact 
itself  should  be  duly  considered  in  view  of  fairness.  There  would 
be  no  future  changes  either  on  account  of  price  levels  or  shift- 
ing conditions  of  operation.   .    .    . 

To  this  initial  valuation,  as  entered  into  the  accounts,  would  be 
added  all  future  additional  investments  in  improvements  and 
extensions.  These  would  all  be  entered  in  the  accounts  at  actual 
cost  under  commission  supervision.  All  the  properties,  those 
included  in  the  initial  valuation  as  well  as  subsequent  additions, 
would  be  fully  maintained  through  repairs  and  provisions  for  de- 
preciation and  renewals.  The  rate  base  at  any  time  would  con- 
sist of  the  original  cost  of  the  properties  as  shown  by  the 
accounts,  less  the  depreciation  reserve.   . 

Father  Ryan  gives  his  approval  generally  to  the  plan 
proposed  by  Dr.  Bauer,  adding,  however,  "another 
method  of  giving  the  stockholders  some  increase  in  valua- 
tion is  to  allow  them  the  full  advance  that  has  occurred  in 
that  portion  of  their  property  which  consists  of  land"  and, 
again,  "still  another  method  would  be  to  allow  a  higher 
rate  of  return  on  stock  which  was  issued  before  the  great 
rise  in  prices  than  on  later  issues.  Instead  of  an  increase 
in  valuation  there  would  be  an  increase  in  the  rate  of 
interest.  On  its  face,  however,  this  method  seems  to  be 
less  practicable  than  the  other  two." 

Why  Use  Reproduction  Theory  in  Part  Only? 

Both  critics  whom  I  have  cited  concede  that  there  are 
certain  circumstances  under  which  the  present  cost  of 
production,  or  reproduction  cost,  should  be  recognized. 

It  is  admitted  that  there  are  certain  conditions  under 
which  present  cost  should  be  applied,  but  confined  to  only 
a  part  of  the  property.  Why  a  part?  To  whom  does  the 
property  belong?  There  is  no  legal  division  of  interest  or 
title.  Certain  securities  the  company  has  issued  have  a 
definite  preferential  status.    But  the  title  to  the  property 


is  in  the  company,  and  the  common  stock  holders  own  the 
compatiy.  If  they  have  preferred  to  borrow  money  on 
bonds  and  mortgage  their  property  it  is  their  affair. 
Certainly  they  do  not  by  that  act  part  with  their  title. 
The  earnings  to  which  their  company  has  a  right  under 
the  law  must  come  from  the  property.  The  manner  in 
which  those  earnings  may  be  distributed  in  interest  or 
dividends  is  the  business  of  the  owner,  subject  to  such 
obligations  as  he  may  have  imposed  upon  himself.  So 
that,  without  entering  into  a  prolonged  discussion  on  this 
point,  it  would  seem  to  resolve  itself  into  this — that  the 
common  stock  holders  are  entitled  to  have  their  invest- 
ment recognized  on  a  reproduction-cost  basis.  If  this  basis 
should  apply  to  that  portion  of  the  property  represented 
by  their  investment,  why  should  not  the  same  basis  of 
valuation  apply  to  the  rest  of  the  property?  I  ask  this 
question  because  I  am  not  convinced  by  the  arguments 
used  by  Father  Ryan  and  Dr.  Bauer.  It  also  seems  to 
me  that  their  support  of  the  reproduction  theory  only  in 
part  is  a  significant  development  in  the  general  dis- 
cussion. 

It  may  be  superfluous  to  say  that  the  decision  of  the 
Supreme  Court  of  the  United  States  in  the  Indianapolis 
Water  Company  case  has  been  epochal  in  the  history  of 
regulation.  While  other  decisions  have  indicated  a  cer- 
tain trend  of  opinion  in  the  direction  of  reproduction 
cost  as  the  basis  of  valuation,  this  case  seems  definite  on 
that  question.  In  addition  it  should  be  remembered  that 
the  court  there  cited  with  approval  views  of  the  lower 
courts  on  the  subject,  particularly  in  the  New  York  State 
$1  gas  cases,  where  strong  ground  was  taken  in  favor  of 
reproduction  cost,  observed  depreciation,  a  relatively  high 
rate  of  return,  and  going  value.  Reference  is  made  to 
the  case  only  to  emphasize  the  statement  heretofore  made 
that  it  is  now  time  for  commissions  to  adopt  and  follow 
some  well-considered  procedure  in  order,  if  possible,  to 
remove  this  question  of  valuation  from  the  domain  of 
political  debate. 

Commissions  Should  Settle  the  Question 

It  is  my  opinion  that  the  duty  is  now  imposed  upon  the 
commissions  to  do  this  thing  and  that  the  National  Asso- 
ciation of  Railroad  and  Utilities  Commissioners  should 
assume  leadership  in  the  imdertaking.  If  it  is  not  done 
there  is  the  greatest  danger  that  the  subject  will  be  made 
a  political  issue,  with  results  that  no  candid  student  of 
regulation  believes  will  be  determining,  and  which  will 
undoubtedly  lead  to  greater  confusion.  If  this  question 
becomes  a  purely  political  one  it  will  surely  be  presented 
to  the  legislatures  of  the  states  for  settlement  and  we 
will  have  political  judgment  upon  economic  questions. 

I  offer  this  criticism  of  legislative  dictum  on  a  subject 
of  this  character  because  I  do  not  believe  that  it  can  ever 
receive  the  necessary  study  from  the  legislative  bodies, 
and  we  must  all  recognize  the  fact  that  the  political  in- 
stinct would  prove  the  chief  motivation  in  any  decision 
which  legislative  bodies  will  render.  This  has  been  the 
result  of  such  efforts  throughout  the  entire  history  of  the 
regulative  theory. 

It  would,  in  my  opinion,  prove  a  great  public  boon  if 
there  were  a  general  agreement  among  utility  commis- 
sioners in  respect  to  the  treatment  of  valuation.  Is  it 
possible  to  accomplish  this?  The  courts  have  prescribed 
certain  principles,  but  this  does  not  mean  that  a  reasonable 
formula  for  the  execution  of  those  principles  would  not 
meet  with  general  public  acceptance  and  be  sustained  by 
the  courts.  There  is  no  disagreement,  or  should  be  none, 
that  it  is  the  present  fair  value  of  the  properties  that  is 


900 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.za 


to  be  determined ;  that  is,  a  fair  value  as  of  the  time  of 
the  proceeding,  or,  if  it  were  possible  to  make  a  valuation 
of  all  utilities,  this  value  should  be  determined  as  of  the 
time  when  it  is  made.  How  can  present  value  be  deter- 
mined except  b}'  present  prices,  subject,  of  course,  to  the 
depreciation  in  the  property ;  this  to  be  fixed  by  compe- 
tent examination  ?  A  new  economic  age  has  arrived.  Let 
us  consider  our  present  problems  in  the  light  of  present 
conditions. 

I  am  inclined  to  believe  that  the  main  difficulty  in 
arriving  at  a  .satisfactory  basis  for  determining  the  "pres- 
ent fair  value"  of  a  property  arises  from  the  fact  that  in 
many  cases  the  overheads  and  going  values  claimed  by  the 
companies  are  from  any  reasonable  viewpoint  generally 
claimed  on  a  basis  which  is  grossly  excessive.  It  may  be 
well  within  the  facts  to  say  that  the  size  of  such  claimed 
values  has  done  much  to  arouse  opposition  to  the  repro- 
duction-cost theory.  But  these  issues  are  susceptible  of 
fair  and  adequate  treatment.  If  these  claims  are  con- 
sidered by  the  commissions  in  the  light  of  reasonableness 
and  reduced  to  their  proper  size,  and  the  decision  forti- 
fied by  convincing  arguments,  it  is  almost  certain  that  the 
view  of  the  commission  will  be  .sustained  by  the  courts. 
Most  of  the  reversals  arise  from  the  fact  that  these  issues 
are  either  ignored  or,  if  recognized,  given  a  consifleration 
which  is  manifestly  inadequate. 

Ideal  St.ate  of  Regulation 

The  ideal  .state  of  regulation  would  be  the  establish- 
ment of  valuations  for  all  comj^anies  with  the  necessary 
modifications  of  additions  and  withdrawals  from  time  to 
time.  In  this  way  there  would  be  a  rate  base  which  would 
be  a  continuing  basis  for  such  changes  in  rates  as  condi- 
tions warranted.  Viewed  from  a  practical  standpoint,  the 
task  seems  most  difficult.  But  at  the  same  time  it  is  in 
my  judgment  one  of  the  chief  functions  of  regulation  and 
therefore  a  problem  which  .should  be  mastered. 

People  generally  suppose  that  with  reports  filed  an- 
nually by. the  utilities  it  is  simply  a  question  of  consulting 
these  reports  in  order  to  fix  rates.  But  the  obstacle  is 
that  the  fixed  property  values  appearing  on  the  books  do 
not  reflect  the  actual  present  values  of  the  properties  and 
for  that  reason  the  reports  do  not  serve  the  required 
purposes. 

Shall  there  be  undertaken  a  complete  appraisal  of  all 
the  properties  of  all  the  utilities  excepting  interstate  rail- 
roads? This  will  require  an  immense  expenditure.  Will 
the  states  burden  themselves  with  this  expen.se?  I  could 
quote  some  instances  which  would  discourage  the  mere 
suggestion  of  their  doing  so.  If  the  work  is  to  be  under- 
taken it  would  have  to  be  done  by  the  commissions  through 
their  own  staffs,  as  the  valuation  of  the  railroads  has  been 
and  is  being  done  by  the  Interstate  Commerce  Commis- 
sion. I  wish  to  point  out  that  this  would  be  necessary 
because  I  fear  that  there  would  be  a  demand  on  the  part 
of  the  localities  that  they  should  participate  in  the  work. 
This  would  imdoubtedly  then  take  the  form  of  a  valuation 
proceeding,  with  the  con.sequent  loss  of  time,  which 
would  be  ruinous  to  the  enterprise.  Legislative  sanction 
would  be  re<|uired  for  this  work  and  this  would  invite  the 
proljlem  of  a  legi.slative  program  of  the  principles  on 
which  the  valuations  should  be  based.  I  believe,  however, 
that  as  a  preliminary  to  any  policy  on  this  subject  it  is 
important  that  in  every  rate  proceeding  the  commission 
should  find  a  valuation.  This  being  done,  at  least  a 
beginning  will  be  made  in  having  the  necessary  data  on 
which  required  changes  may  be  based. 


Many  Ride'Selling  Ideas  Developed 
on  Northern  Texas  Traction 

M.WY  ride-selling  ideas  have  been  developed  in  the 
past  year  by  the  Northern  Texas  Traction  Com- 
pany, Fort  Worth,  Tex.  Several  of  a  novel  type  were 
described  on  page  845  of  the  issue  of  this  paper  for 
Nov.  6,  1926.  Others  developed  during  the  i)ast  year  and 
mentioned  in  the  company's  brief  for  the  1927  Coffin 
Prize  are  given  below  : 

.\n  arrangement  has  been  made  for  display  adver- 
tisements on  the  paper  laundry  bags  used  by  the 
Adolphus  Hotel,  Dallas.  The  advertisement  show^s  a 
view  in  color  of  the  company's  "Crim.son  Limited,"  which 
runs  between  Dallas  and  Fort  Worth.  This  kind  of  dis- 
play advertising  is  considered  favorably  because  it 
reaches  the  stranger  in  town  who  may  not  he  as  well 
acquainted  as  the  residents  of  Dallas  with  the  excel- 
lence of  this  interurban  service. 

A  large  display  sign  has  been  placed  on  a  building 
which  the  company  owns  in  Dallas  so  that  there  is  no 
cost  except  that  of  placing  and  maintaining  the  adver- 
tisement on  the  sign. 

The  company  arranged  with  a  local  paper  in  P'ort 
Worth  to  ]>ublish  a  blank  map  of  the  city  for  seven 
consecutive  days.  Surrounding  this  map  were  adver- 
tisements of  various  business  concerns.  A  prize  was 
iifFered  to  the  person  who  would  come  nearest  in  tracing 
the  car  lines  on  the  map  and  fixing  the  locations  of  the 
business  concerns  advertising  in  connection  with  the 
contest.  The  j)lan  served  to  familiarize  a  large  number 
of  people  with  the  routes  of  all  of  the  more  imi)ortant 
lines. 

Arrangements  were  made  with  a  large  department 
store  by  which  it  offered  free  rides  homeward  on  April 
30,  1927,  to  all  who  would  call  at  one  of  the  stores  for 
tickets.  This  offer  was  coupled  with  a  special  sale  made 
by  the  store  on  that  day.  It  must  have  proved  .satisfac- 
tory to  the  merchant  because  it  is  the  fifth  time  that  he 
has  made  such  an  arrangement  with  the  railway  com- 
|)any.  The  latter  has  offered  a  similar  arrangement  with 
any  other  department  store. 

Considerable  advertising  is  done  by  radio  as  the  com- 
pany puts  on  a  program  for  an  hour  every  two  weeks  at 
a  local  broadcasting  station.  It  is  also  an  extensive  adver- 
tiser in  the  daily  newspapers,  uses  the  backs  of  theater 
tickets  to  some  extent,  and  employs  poster  and  sign 
advertising. 

^ 

Auto  Bus  Transportation  Occupies 
Important  Position  in  Minnesota 

INDICATION  of  the  extent  to  which  auto  bus  trans- 
portation has  taken  hold  in  Minnesota  is  given  in  the 
annual  report  of  the  Minnesota  Railroad  and  Warehouse 
Commission,  which  states  that  in  1926  auto  transporta- 
tion companies  accommodated  more  than  12,000,000  pas- 
sengers and  collected  $4,627,000  for  services  rendered. 
A  total  of  402  vehicles,  of  which  only  119  were  confined 
to  local  transportation,  operate  on  4,870  miles  of  roads 
throughout  the  state,  which  have  been  assigned  by  the 
commission.  In  addition  to  the  transportation  service 
rendered  by  the  bu.ses,  their  operation  has  benefited  the 
state  in  the  amount  of  $219,000  paid  for  vehicle  licenses 
and  $64,000  for  ga.soline  tax. 


■tR""^' 


This  handsome  passenger  station  at  Gary,  Ind.,  has  been  erected  by  the  present  management  to  replace  a  small  brick  structure 

Good  Service  Has  Paid 

on  the  South  Shore  Line 


A  rapid  and  reliable  freight  service  has  brought  pat- 
ronage and  will  be  supplemented  by  motor  tractors 
and  flat  cars  for  sections  not  reached  by  the  rail- 
road.     Aggressive   merchandising  methods   adopted 


IN  THE  issue  of  Nov.  5  some  particulars  were  given 
of  the  notable  rehabilitation  of  the  Chicago.  .South 
■Shore  &  South  Rend  Railroad  under  its  present 
-owner,  the  Midland  Utilities  Company,  which  has  had 
the  property  for  only  about  two  years.  New  equipment 
has  been  introduced  and  the  public  has  promptly  re- 
sponded in  ]iatronage  to  the  better  service  given.  The 
previous  article  was  devoted  largely  to  the  changes  made 
in  the  passenger  service  and  equipment,  including  the 
introduction  of  a  co-ordinated  motor  coach  transportation 
system.  Other  noteworthy  features  are  the  changes 
made  in  the  freight  service,  the  method  of  advertising 
the  facilities  afforded  and  the  engineering  improvements 
not  mentioned  in  the  previous  article.  This  information, 
like  that  in  the  previous  article,  is  abstracted  from  a  brief 
which  the  companv  jjre.sented  in  the  competiticin  for  the 
Coffin  Prize  in  1927. 

Improvki)  I'kkicht  Skrvice  Givk.x 

One  of  the  first  ste])S  taken  by  the  new  management  to 
liuild  up  the  South  Shore  Line  was  the  establishment  of 
a  fast  and  reliable  freight  service.  Reference  was  made 
in  the  previous  article  to  an  overnight  less-than-carload 
service  which  was  begun  between  Chicago  and  the  cities 
served  by  the  South  Shore  Line.  This  was  one  of  the 
fir.st  things  done.    Commodities  delivered  to  the  railroad 


in  Chicago  in  the  afternoon  were  hauled  ready  for  pick- 
up at  their  destination  the  following  morning.  The  plan 
was  so  successful  that  this  service  has  been  extended  to 
include  cities  on  adjacent  electric  lines.  It  has  ])roved 
popular,  as  well  as  profitable. 

Seven  receiving  stations  for  less-than-carload  freight 
have  been  established  in  the  heavy  shipping  sections  of 
Chicago,  providing  a  most  convenient  form  of  service  for 
shi])pers.  Freight  delivered  to  these  stations  is  carried 
to  the  railroad  by  tractors  and  trailers.  These  seven 
stations  are  used  jointly  with  two  other  electrically  oper- 
ated railroads  in  Chicago,  thereby  reducing  the  overhead 
for  each  line  and  ])roviding  a  convenient  local  point  for 
shipiiers'  trucks  with  material  to  be  shii)])ed  north,  west 
or  east. 

An  aggressive  policy  governing  the  handling  of  car- 
load freight  was  instituted  by  the  South  Shore  Line's 
new  management.  Due  to  the  industrial  nature  of  a 
major  portion  of  the  cities  served,  it  was  recognized  that 
this  branch  of  ojjeration  could  be  develojied  into  an  im- 
])ortant  revenue  producer. 

New  and  improved  interchange  tracks  have  been  built 
with  nine  steam  railroads  and  one  electrically  operated 
railroad.  Through  rates  to  the  eastern  and  western  sea- 
boards were  establi.shed.  making  ]K)ssible  the  handling 
of    carload    freight    originating    on    Eastern    lines    for 


901 


902 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.2f) 


Chicago  and  the  West,  and  vice  versa,  as  an  intermediate 
carrier. 

The  railroads  with  which  interchanges  are  now  oper- 
tive  are :  lUinois  Central,  Nickel  Plate,  Wabash,  Elgin, 
Joliet  &  Eastern,  Baltimore  &  Ohio  Chicago  Terminal, 
Indiana  Harbor  Belt,  Pullman  Railroad,  Belt  Railroad 
of  Chicago,  the  Chicago  &  Calumet  River  Railroad  and 
the  Chicago,  South  Bend  &  Northern  Indiana  Railroad. 
The  latter  is  electrically  operated. 

By  using  the  South  Shore  Line,  interchange  shippers 
have  found  that  at  least  24  hours  can  be  saved  in  delivery 


in  August,  1926.  Freight  traffic  became  so  heavy,  how- 
ever, that  two  additional  locomotives  were  purchased 
early  this  year.  They  are  53-ton  engines  and  are  used 
in  switching  and  other  incidental  work,  releasing  the 
heavier  locomotives  for  through  freight  trains. 

Upon  investigation  by  the  traffic  department,  it  was 
found  that  Kalamazoo,  Mich.,  and  near-by  cities  were 
without  adequate  overnight  freight  service  from  Chi- 
cago, and  that  the  South  Shore  Line,  in  co-ordination 
with  motor  trucks,  could  provide  it.  After  a  survey  it 
was  inaugurated  and  during  the  three  or  four  months  it 


TH  SHORELINE 


r  DHnots  C«ntr*l  RaiboMt  fro 


FO  OT  B  ALU 

NOTICE  DAME  'south  benoJ  *>> 

SOUTH  SHORFLINE 


Jhe  Ubrklhop  of  America ' 
byfouTH  Shore  line 

TRAlNSkm CHICAGO  op<tat«<l  cnt,  IHINOIS  CSNTHiL  RA11R040 
h«IUNMin<.V«NBUREN.Il>S3?s639SirUTI0IIS«K(NSIN6Tai< 


The  South  Shore  Line  has  published  some  very  handsome  posters.     These  give  an  idea  of  the  variety  of  the  places  served 


time,  either  to  eastern  or  western  points.  This  is  made 
possible  through  the  fact  that  on  the  South  Shore  Line 
high-speed  service  is  available  and  the  badly  congested 
freight  classification  yards  around  Chicago  are  avoided. 
Every  effort  is  made  to  insure  reliability  in  the  rail- 
road's freight  service.  Speed  is  one  of  the  governing 
factors  and  the  carrying  out  of  promises  another.  In 
cases  of  emergency  especially  fast  shipments  have  been 
made,  resulting  in  wholly  satisfied  and  oft-repeating  cus- 
tomers. 

New  Freight  Equipment  Ordered 

Equipment  which  will  make  possible  a  wider  extension 
of  merchandise  service  by  the  railroad  has  been  ordered 
and  is  now  being  built  under  new  patents  and  will  be 
delivered  shortly.  It  consists  of  gasoline-driven  tractors, 
trailers  and  specially  designed  flat  cars.  The  trailers  can 
be  loaded  at  some  distance  from  the  railroad,  hauled  to 
freight  stations,  run  onto  the  flat  cars,  where  they  are 
anchored,  and  carried  to  any  point  on  the  line.  At  these 
points  they  will  be  attached  to  other  tractors  and  hauled 
to  their  destination.  Through  the  use  of  this  new  equip- 
ment, which  will  go  into  service  immediately  upon  deliv- 
ery, the  South  Shore  Line  can  develop  new  territory  for 
its  freight  service  many  miles  off  the  line. 

Four  80-ton  locomotives,  equipped  with  four  350-hp. 
motors  each,  were  purchased  at  a  cost  of  $218,000  to  take 
care  of  the  freight  service.    They  were  placed  in  service 


has  been  in  operation  has  shown  substantial  monthly 
gains.  Trucks  used  in  this  service  are  owned  and  oper- 
ated by  a  company  affiliated  with  the  South  Shore  Line. 
They  meet  the  trains  at  South  Bend  and  transfer  the 
loads  of  freight. 

Merchandising  Methods  Used  by 
Traffic  Department 

Modern  methods  of  solicitation  and  merchandising 
were  adopted  immediately  upon  the  acquisition  of  the  line 
by  the  present  management.  An  experienced  traffic  de- 
partment was  organized  with  separate  freight  and  pas- 
senger departments.  Tariffs  and  other  files  necessary  for 
its  efficient  conduct  were  gathered.  An  extensive  per- 
sonal solicitation  campaign  was  begun  with  regular  calls 
on  shippers  in  the  cities  served. 

Business  was  developed  along  mass  lines.  Picnics, 
outings,  special  movements  of  lodges,  clubs  and  various 
other  organizations  were  handled  into  the  Dunes  region 
and  to  other  spots  in  the  territory  served.  Football 
games  and  class  reunions  at  Notre  Dame  University  were 
profitable  from  a  standpoint  of  splendid  trains. 

Traffic  solicitors  experienced  a  quick  reaction  on  the 
part  of  the  public  to  the  improved  facilities  on  the  rail- 
road, in  both  freight  and  passenger  service.  Many  ship- 
pers who  had  been  using  their  own  trucks  and  trucks 
of  highway  shipping  organizations  changed  to  the  more 
dependable  service  of  the  South  Shore  Line. 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


903 


In  passenger  service  several  classes  of  commutation 
rates  were  placed  in  effect,  further  stimulating  the  in- 
crease in  volume  of  traffic.  Week-end  and  one-day 
excursion  rates  were  also  placed  in  effect  for  mass  travel 
on  special  trains  or  on  holidays. 

Function  of  the  advertising  and  publicity  departments 
has  been  most  extensive,  due  to  the  railroad's  policy,  con- 
sistently applied,  of  telling  the  public  of  the  new  order 
of  things.  Trained  advertising  and  newspaper  men  are 
in  charge  of  this  branch  of  the  company's  organization. 

As  each  step  in  advance  in  the  railroad's  improvements 
was  completed  many  columns  of  newspaper  space,  both 
in  paid  advertising  and  in  the  news  columns,  resulted. 
A  systematic  campaign  of  advertising  the  regular  service 
has  been  adhered  to  by  this  department,  with  special 
advertisements  for  unusual  events  and  changes. 

Editors  of  all  papers  in  the  railroad's  territory  were 
visited  by  heads  of  the  publicity  department  and  told 
of  the  new  aims  of  the  company  and  of  its  policy,  both 
as  to  publicity  and  operation  of  the  railroad.  A  policy 
of  co-operation  with  newspapers  was  established.  In 
the  event  of  an  accident  on  the  line  full  details  are  given 
by  the  publicity  department  to  the  papers  in  the  section 
affected.  This  plan  has  met  with  approval  on  the  part 
of  the  editors  and  it  insures  accurate  information  in  the 
papers,  as  they  have  come  to  depend  on  the  publicity 
department  for  their  facts. 

In  cases  of  development  or  other  news,  accurate  in- 
formation is  supplied  the  papers  and  results  in  the  use 
of  nearly  every  item.  It  is  a  rule  that  nothing  except 
real  news  is  ever  submitted  to  the  newspapers. 

Included  among  the  other  forms  of  advertising 
prepared  by  this  department  is  a  one-sheet  lithographed 
poster,  posted  each  month  at  the  stations  on  the  line 
and  at  elevated  stations  in  Chicago. 

Poster  Wins  Merit  Award 

Three  of  these  posters  were  accepted  for  exhibition 
in  the  sixth  annual  Exhibition  of  Advertising  Art  in 
New  York  -City  this  spring  and  one  of  these  three  was 
awarded  the  Art  Directors'  Club  medal  and  the  Barron 
Collier  medal  for  unusual  merit.  There  were  333  exhib- 
its on  display  from  the  most  prominent  advertisers  of 
the  country. 

The  posters  are  in  attractive  colors  and  picture  points 
of  attraction  and  interest  in  the  territory  served  by  the 
railroad.  They  have  also  met  with  favor  in  schools  and 
clubs  devoting  their  study  to  art. 

South  Shore  Lines,  a  publication  issued  for  patrons  of 
the  railroad,  is  published  every  month  by  the  advertis- 
ing and  publicity  departments.  In  it  events  on  the  rail- 
road are  chronicled,  with  interesting  changes  in  the 
company's  operation.  Each  month  a  story  is  printed 
telling  of  the  operation  of  one  of  the  industries  in  the 
territory  served  by  the  railroad,  resulting  in  interest  on 
the  part  of  readers,  as  well  as  manufacturers.  For  dis- 
tribution, it  is  placed  in  stations  and  on  cars  and  a  large 
number  are  mailed  each  month  to  a  selected  list. 

The  unique  and  attractive  Indiana  Dunes  region,  at 
the  southern  end  of  Lake  Michigan,  served  by  rail  almost 
exclusively  by  the  South  Shore  Line,  has  been  exploited 
to  a  great  degree  as  a  site  for  outings,  hikes  and  picnics 
by  this  department.  There  has  been  a  marked  increase 
in  travel  to  the  region  as  residents  of  Chicago  and  other 
cities  served  learn  of  its  many  beauties.  Pamphlets, 
posters,  car  cards,  newspaper  advertisements,  speciaj 
articles  in  periodicals  and  many  other  forms  of  adver- 
tising have  been  used. 


As  soon  after  the  line  was  taken  over  as  work  could 
be  started  all  principal  passenger  stations  were  remodeled 
in  order  to  improve  their  convenience  and  comfort.  Both 
exteriors  and  interiors  were  made  more  appealing  and 
inviting  by  rearrangement  and  new  decorating. 

Although  it  was  known  by  the  management  that  in 
the  near  future  some  of  the  stations  would  prove  inade- 
quate even  after  reconstruction,  this  work  was  carried 
out  in  order  that  the  public  might  be  convinced  of  the 


HOMEWARD  BOUND 

%  SOUTH  SHORE  LINE 

Trains  FROM  Chicago  operated  over  toe  ilunois  central  railroad 

/oiBRWIDOimWW  BUR£Nfi'-:13'5.  S3'?  AND  af.  STOEET  STATIONS  AND  KENSINGTON 

This  artistic  poster  received  medals  at  the  Exhibition 
of  Advertising  Art 

policy  of  the  new  management  in  providing  for  its 
comfort. 

In  May,  1927,  one  of  the  finest  union  rail  and  motor 
coach  stations  in  this  section  of  the  country  was  occu- 
pied at  Michigan  City,  Ind.,  by  the  railroad  and  its 
subsidiary,  the  Shore  Line  Motor  Coach  Company.  The 
station,  together  with  an  undercover  motor  coach  loading 
platform  and  modern  garage,  represents  an  expenditure 
of  more  than  $200,000. 

The  station  proper  is  a  two-story  brick,  steel  and  con- 
crete structure.  Offices  of  the  operating  heads  of  the 
coach  company  and  a  hall  for  employees'  meetings  occupy 
the  second  floor.  An  ornate  front  of  terra  cotta,  with 
large  plate  glass  windows  and  flood  and  bracket  lighting, 
presents  a  handsome  appearance.  The  interior  is  most 
inviting,  with  spacious  benches  and  lounging  rooms  for 
men  and  women.  Trains  stop  at  the  south  end  of  the 
station  and  coaches  load  and  unload  at  the  opposite  side. 


904 


ELECTRIC  RAILWAY  JOURNAL 


Vol. 70.  No.20 


The  view  at  the  left  shows  a  portion  of  the  South  Shore  track  at  the  time  of  rehnbiiitation.     That  at  the  right 
a  portion  of  the  same  section  of  track  as  it  appears  today 


In  four  of  the  company's  principal  stations  facilities 
have  heen  provided  for  the  serving  of  light  lunches  and 
other  refreshments.  This  has  proved  a  distinct  accommo- 
dation to  patrons  of  the  railroad.  To  insure  service  of  the 
highest  standard  the  railroad  operates  these  concessions. 
They  are  most  attractive  in  appearance  and  are  very  in- 
viting because  of  the  courteous  attendants. 

Engineering  Features  of  Rehabilitation 

In  the  engineering  studies  prior  to  the  adoption  of  a 
changeover  plan  from  a.c.  to  d.c.  a  great  deal  of  thought 
was  given  to  economy  in  operation.  The  final  choice  of 
a  1,500- volt  direct-current  system  was  influenced  to  a 
large  extent  by  the  fact  that  considerable  economy  would 
result.  Higher  voltages  materially  reduce  power  loss, 
with  a  minimum  expenditure  for  conversion  and  distribu- 
tion systems.  The  South  Shore  Line  is  one  of  the  first 
railroads  of  its  kind  making  use  of  this  type  of  current 
with   multiple-unit   etiuiimient. 

Following  the  selection  of  1 .500-volt  direct  current  the 
type  of  conversion  equipment  which  was  to  be  used 
became  the  next  problem.  Considerable  attention  was 
also  given  to  various  types  of  this  equipment.  Rotary 
converters,  which  are  the  standard  conversion  units  used 
for  railroad  work,  had  some  disadvantages  when  ada]ited 
to  the  type  of  current  chosen  for  the  South  Shore  Line, 
as  it  involved  the  operation  of  two  machines  in  series. 

While  this  had  been  done  in  several  places  and  had 
l)roved  reasonably  satisfactory,  the  fact  that  a  new  con- 
version medium,  the  mercury-arc  rectifier,  was  l)eginning 


to  be  considered  adaptable  to  railroad  work  was  given 
careful  consideration. 

In  view  of  the  fact  that  this  new  type  of  converter 
seemed  to  offer  material  saving,  due  to  its  higher  effi- 
ciency, it  was  decided  that  the  South  Shore  Line  would 
be  justified  in  making  extensive  u.se  of  this  new  piece 
of  apparatus.  The  mercury-arc  rectifier  was  adopted 
with  the  realization  that  the  railroad  was  pioneering,  in 
that  it  is  the  first  1,500- volt  line  in  this  country  on  which 
this  type  of  converting  equipment  has  been  installed. 

It  was  also  expected  by  the  management  that  many 
problems  which  would  require  careful  co-operation  with 
the  manufacturer  for  solution  would  also  be  encountered. 
One-half  of  the  stations  supplying  the  line  were  equipped 
with  mercury-arc  rectifiers  and  the  entire  system  from 
Michigan  City  to  South  Bend  is  entirely  dependent  upon 
their  successful  operation.  They  were  placed  in  regular 
service  within  the  last  year. 

The  success  in  operation  of  the  mercury-arc  rectifier.^ 
has  demonstrated  that  the  faith  of  the  company's  engi- 
neers has  been  justified.  Many  improvements  have  been 
made  on  them  within  their  short  life,  and  it  is  believed 
that  in  the  future  their  performance  will  more  than 
justify  the  confidence  placed  in  them. 

Alto.matic  Control  ok  Slbstations 

Knowing  the  j^rogress  which  has  been  made  in  recent 
years  in  automatic  substations  the  company's  electrical 
engineers  decided  to  use  this  type  for  six  of  the  eight 
substations  which  supply  the  railroad  with  power.     Four 


|j 


The  view  at  the  left  illustrates  two  semaphore  type  signals  formerly  in  use.      These  have  been  repl.iced  with 
color  light  signals,  as  shown  in  the  right  hand  view 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


90S 


of  these  are  rotary  stations  and  the  use  of  automatic 
control  for  their  operation  required  but  little  change 
from  facilities  used  in  600-volt  operation.  There  were 
a  number  of  problems  which  had  to  be  solved,  however, 
due  to  the  fact  that  this  was  the  first  railroad  using  the 
substations  on   1,500- volt  operation. 

In  the  effort  still  further  to  extend  the  use  of  auto- 
matic electrical  equipment,  an  automatic  supervisory 
control  system  was  installed.  This  presented  many  new 
problems,  as  it  is  the  first  system  of  its  kind  ever  applied 
to  a  mercury-arc  rectifier.  In  making  this  installation 
the  management  realized  that  unquestionably  a  number 
of  new  problems  would  develop  for  solution  by  the  com- 
pany's engineers  and  the  manufacturers'  experts.  In 
view  of  the  great  economies  possible  through  its  use  it 
was  decided  upon,  even  in  view  of  the  pioneering  neces- 
sary for  its  successful  operation. 

The  distances  between  substations  over  75  miles  of 
line  and  the  opening  and  closing  of  direct-current 
switches  by  this  control  system  presented  another  prob- 
lem, the  solution  of  which  was  made  possible  by  the  use 


One  of  the  highway  crossing  signals  used  on  the  South  Shore 
line.  The  base  is  made  conspicuous  by  the  alternate  black  and 
white  lines  in  herringbone  pattern 


of  a  new  system  of  automatic  supervisory  control,  the 
carrier-current  system. 

This  system,  although  untried,  was  adopted  because  of 
its  economies.  The  first  cost  is  less,  due  to  the  necessity 
of  only  a  single  line  wire  for  its  operation.  Two  dis- 
patcher stations  were  provided,  one  for  the  power  com- 
pany's dispatcher  for  use  in  handling  high-tension  switch- 
ing and  the  operation  of  conversion  equipment  and  the 
other  for  the  railroad's  dispatcher  in  opening  and  closing 
the  feeder  equipment. 

In  the  interest  of  further  economy  the  railroad  suc- 
ceeded in  negotiating  a  contract  with  the  power  com- 
pany whereby  it  provided  the  conversion  apparatus. 
Through  the  co-operation  of  engineers  of  the  railroad 
and  of  the  power  company  a  system  was  worked  out 
by  which  the  best  possible  use  was  made  of  transmission 
line  facilities  which  existed  and  brought  together  the  best 
engineering  ability  of  both  companies  in  developing  the 
new  system. 

Improvements  Made  in  Permanent  Way 

Due  to  the  fact  that  trains  are  operated  over  single 
track  on  the  South  Shore  Line  between  Gary  and  South 
Bend,  sidings  are  necessary  at  meeting  points  of  trains. 
Formerly  trains  at  these  meeting  points  were  run  on- 
to the  siding  and,  after  the  train  in  the  opposite  direc- 
tion had  passed,  backed  out. 

In  the  rehabilitation  all  sidings  have  been  double-ended 


and  equipped  with  high-speed  turnout  switches,  enabling 
a  train  to  operate  onto  the  siding  at  high  speed  and,  if 
the  meeting  train  is  waiting,  to  run  through  the  siding 
without  loss,  of  time.  The  sidings  were  also  lengthened 
to  make  possible  their  use  by  longer  freight  and  passen- 
ger trains. 

The  siding  at  Wilson,  Ind.,  one  of  the  principal 
single-track  meeting  points,  has  been  double-tracked  for 
2\  miles.  This  permits  a  flexibility  of  six  minutes  in 
the  meeting  time  of  trains.  This  track  will  be  made  a 
part  of  the  double  track  of  the  railroad  when  this  point 
is  reached  in  that  program. 

Coincident  with  these  changes,  30  single-track  miles  of 
70-lb.  rail  was  replaced  with  100-lb.  rail  and  nearly  one- 
half  of  that  mileage  has  been  rock  ballasted.  More  than 
67.000  creosoted  red  oak  ties  have  been  used  to  replace 
old  ties  in  the  railroad. 

Grading  of  the  right-of-way,  tending  toward  better 
drainage  and  safety,  has  been  improved  and  more  than 
2,000  carloads  of  cinders  used  as  ballast.  New  tie  plates, 
angle  bars  and  bonding  have  also  been  installed  in  the 
reconstruction  of  the  track. 

It  was  recognized  that  a  number  of  years  would  elapse 
before  all  of  the  old  70-lb.  rail  could  be  replaced  and, 
accordingly,  new  joints  were  put  on  this  rail  throughout 
the  entire  line.  Tie  plates  used  are  double  punched, 
making  possible  their  use  when  the  heavier  rail  is 
installed. 

Twenty-five  new  railroad  cross-overs  have  been  built 
and  entirely  new  layouts  were  installed  at  the  Michigan 
City  and  South  Bend  yards  of  the  railroad.  In  all  track 
renewals  the  most  modern  type  of  special  trackwork  was 
installed.  Manganese  cross-overs  and  other  hardened 
steel  special  work  has  been  standard  for  replacements. 
The  heavy  rail  and  these  high-class  forms  of  special 
work  tend  toward  greater  ease  in  riding  and  in  eventual 
economy,  although  the  initial  cost  is  somewhat  greater. 

New  Type  of  Line  Cars 

One  of  the  old-type  motor  passenger  cars  was  rebuilt 
into  a  line  car  in  the  company's  shops,  having  several 
unique  features.  A  revolving  platform,  which  can  be 
swung  under  the  wire  on  the  adjacent  track,  tops  the 
car.  Its  advantages  are  apparent.  The  platform  is  ele- 
vated from  its  position  on  the  top  of  the  cars  by  air  hoists 
and  the  equipment  has  several  major  safety  features. 

As  an  operating  economy  and  with  a  view  toward 
eliminating  as  many  work  trains  from  the  railroad  as 
possible,  a  gasoline-driven  highway  motor  truck  was 
equipped  with  tools  necessary  for  its  use  as  a  line  car  for 
making  light  repairs  on  the  overhead  system.  It  can  also 
be  used  in  case  of  an  emergency  power  shutdown  and 
has  proved  economical  through  the  elimination  of  crews 
necessary  to  operate  the  line  car. 

New  Telephone  System  Built 

All  dispatching  on  the  line  is  done  by  telephone.  In 
order'  to  improve  its  communication  service,  an  entirely 
new  telephone  system  has  been  built  by  the  railroad, 
under  the  supervision  of  its  communication  engineer. 
The  latest  type  of  telephone  equipment  was  used  in  the 
system  and  latest  practices  of  construction  used.  As  an 
example,  a  radio  loud  speaker,  with  an  amplifier,  is 
installed  in  the  dispatcher's  office  for  receiving  calls  from 
trainmen,  making  unnecessary  the  usual  earphone  attach- 
ment. 

In  addition  to  the  dispatching  system  private  wires  for 
the  transaction  of  the  company's  business  are  in  service 


906 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


connecting  South  Bend,  Michigan  City,  Chicago  and 
Gary.  One  of  the  interesting  features  of  this  new  system 
is  the  arrangement  made  with  the  local  telephone  com- 
pany for  the  connection  of  its  lines  and  the  railroad's 
private  lines  on  the  same  switchboard.  This  makes  pos- 
sible the  most  economical  use  of  both  owned  and  leased 
wires. 

A  dispatching  system  for  the  motor  coach  line  is  in- 
cluded in  this  system.  It  is  in  use  over  a  major  portion 
of  the  coach  line  and  is  in  the  process  of  construction 
for  the  remainder  of  the  system.  Train  and  coach  delays 
and  other  operating  inefficiencies  have  been  materially 
reduced  by  this  new  system  of  communication. 

Improved  Shop  Practices 

Electrically  driven  jacks  for  raising  and  lowering  car 
bodies  have  replaced  hand  jacks  in  the  South  Shore 
Line  shops,  one  of  the  more  efficient  methods  adopted 
during  the  past  year.  The  use  of  the  new  type  jacks 
represents  a  saving  of  about  15  per  cent  in  cost  over  the 
old  method  and  provides  increased  energy  for  other 
duties  on  the  part  of  the  workers. 

Reduction  in  maintenance  costs  was  effected  in  the 
shops  through  the  use  of  newly  built  electric  ovens  for 
the  dipping  and  baking  of  armatures  and  fields  of  the 
motors  used. 

Shop  tests  have  been  made  on  the  use  of  spray 
lacquer  and  the  results  have  been  so  satisfactory  that  the 
twenty  new  passenger  cars  now  under  construction  are 
to  be  finished  in  this  recently  developed  product.  Two  of 
the  passenger  cars  now  in  use  have  been  refinished  with 
lacquer. 

Another  practice  which  it  is  believed  will  lower  the 
power  costs  to  the  railroad  materially  is  soon  to  go  into 
effect.  Power-saving  meters  are  being  installed  on  all 
motor  passenger  cars  and  on  locomotives  and  an  organi- 
zation is  being  perfected  to  carry  on  a  systematic  power- 
saving  campaign. 

Due  to  the  many  changes  in  operation  with  which  the 
employees  of  the  railroad  had  to  become  acquainted,  it 
was  deemed  inadvisable  to  begin  this  power-saving  cam- 
paign previous  to  the  present  time. 

Signal  System  Rebuilt  and  Other  Safety 
Measures  Installed 

When  the  South  Shore  Line  came  under  the  present 
management  the  signals  in  use  w'ere  of  the  semaphore 
type.  Due  to  the  fact  that  they  had  not  been  given  proper 
maintenance  they  had  deteriorated  to  the  point  where 
signal  failures  were  not  uncommon.  In  order  that  the 
signals  might  be  made  to  carry  out  their  work  of  speed- 
ing up  operation,  at  the  same  time  providing  maximum 
safety,  a  considerable  amount  of  money  was  immediately 
spent  on  their  rehabilitation,  although  it  was  apparent 
that  a  change  in  type  would  be  made  within  a  short  time. 
The  rebuilding  program  was  carried  out  to  a  point  where 
the  confidence  of  the  trainmen  was  restored  and  failures 
were  reduced  materially. 

In  order  that  maximum  benefits  could  be  realized  from 
the  signals  it  was  decided  to  replace  the  semaphores  with 
a  color  light  signal.  Due  to  the  fact  that  the  semaphores 
were  placed  close  to  the  pole  line  for  the  overhead  they 
were  not  easily  distinguishable  in  many  places.  In  carry- 
ing out  the  work  of  rebuilding  all  possible  use  was  made 
of  the  materials  used  in  the  old  signals.  Additional  facil- 
ities were  provided  for  the  reduction  of  maintenance 
and  the  increase  of  reliability,  and  other  improvements 
made. 


At  several  points  on  the  line  crossings  with  other  rail- 
roads are  interlocked.  All  of  these  interlocks  have  been 
completely  rebuilt,  providing  a  maximum  of  efficiency 
and  safety. 

The  company  also  established  an  extended  safety  cam- 
paign by  posting  safety  messages  in  its  trains,  holding 
safety  meetings  among  its  employees,  organizing  first- 
aid  teams,  offering  a  medal  (known  as  the  Britton  I. 
Budd  medal)  for  the  saving  of  human  life,  appointing  a 
safety  engineer  and  in  many  other  ways.  It  has  also 
started  a  "better  business  campaign"  among  the  employ- 
ees, has  organized  an  A.E.R.A.  company  section  and  in 
many  ways  shown  its  interest  in  improving  working 
conditions  among  the  employees. 

Financial  Accomplishments 

As  already  explained,  at  the  time  the  present  manage- 
ment assumed  direction  of  the  South  Shore  Line  it  was 
impossible  to  enlist  outside  capital  as  a  means  toward 
placing  the  railroad  on  a  level  necessary  for  efficient  oper- 
ation. In  this  emergency  the  Midland  Utilities  Company 
took  over  the  task  of  financing  the  railroad.  Had  this 
not  been  done,  it  is  probable  that  the  operation  of  South 
Shore  Line  trains  would  have  been  discontinued  within 
a  few  months.  The  railroad  has  also  had  the  benefit 
of  the  expert  engineering  and  purchasing  facilities  at 
the  command  of  the  Midland  Utilities  Company. 

As  an  indication  of  the  improved  financial  situation  of 
the  railroad,  there  were  recently  issued  $2,310,000  equip- 
ment trust  certificates,  under  the  Philadelphia  plan, 
maturing  in  from  one  to  ten  years,  on  a  basis  of  4^  per 
cent,  5  per  cent  and  5^  per  cent. 


Novel  Features  in  Railway  Substation 


Asphalt  mastic  flooring  makes  this  substation  safe  for  anendants 

TWO  interesting  construction  features  have  been  em- 
ployed in  the  new  downtown  substation  of  the  Mar- 
ket Street  Railway,  San  Francisco,  Cal.  One  is  the  main 
floor  covering  of  asphalt  mastic,  a  material  with  high 
insulation  qualities.  It  is  capable  of  withstanding  a 
potential  of  12,000  volts  and  makes  the  floor  safe  for 
substation  employees.  The  other  feature  is  a  roof  of 
glass,  which  makes  the  station  more  pleasant  by  per- 
mitting the  sunlight  to  enter. 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


907 


Armature  Varnish  Stored  in 
Closed  Receptacle 

VARNISH  used  in  the  dipping  and 
baking  process  for  armature  treat- 
ment as  employed  in  the  shops  of  the 
Dallas  Railway  &  Terminal  Company, 
Dallas,  Tex.,  is  stored  in  an  airtight 
drum  when  not  in  the  dipping  vats. 
The  apparatus  developed  in  these 
shops  for  doing  this  is  operated  by 
the  shop  air  pressure  of  90  lb.    The 


sure  on  the  drum  is  released  and  the 
varnish  permitted  to  flow  by  gravity 
back  into  the  drum.  The  connecting 
valve  between  the  drum  and  the  vat 
is  closed  and  the  varnish  is  thus  in- 
closed in  an  airtight  container.  This 
method  is  said  to  reduce  the  amount 
of  scum  developed  on  the  varnish 
and  offers  a  positive  means  of  con- 
trolling the  extent  of  the  dipping.  In 
this  process  the  company  does  not  use 
collars  to  protect  the  lower  end  of  the 


Equipment  used  in  the  shops  of  the  Dallas  Railway  &  Terminal  Company 
for  dipping  and  baking  armatures 

Two  vats,  mounted  approximately  3  tt.  either  or  both  of  the  dipping  vats.     The 

above  the  floor,  are  supplied  with  dipping:  truck   in  the   foreground   has   ball-bearing 

varnish   from   the   horizontal   tank   at   the  wheels  and  moves  freely  with  its  capacity 

floor  level.     Air  pressure  admitted  to  this  of  nine  armatures.     The  baking  oven  is  to 

horizontal    tank    forces    the    varnish    into  the  right  of  the  large  dipping  vat. 


dipping  varnish  is  used  in  a  25-gal. 
horizontal  tank  at  the  floor  level.  Pipe 
connections  are  made  between  the 
ends  of  the  tank  and  receptacles  or 
vats  of  sufficient  size  to  accommodate 
both  compressor  and  motor  arma- 
tures. The  vats  are  set  up  on  legs 
approximately  3  ft.  in  length.  The  air 
pressure  is  applied  to  the  drum  at  the 
floor  level,  forcing  the  varnish  into 
either  one  or  both  of  the  vats,  depend- 
ing upon  which  control  valve  is 
opened.  The  armature  to  be  dipped 
is  handled  by  overhead  telfer  and 
lowered  into  the  dipping  vat.  The 
height  of  liquid  on  the  armature  is 
controlled  by  the  air  valve  on  the  ad- 
mission line.  After  the  armature  has 
been  fully  impregnated  the  air  ores- 


shaft  ;  a  piece  of  waste  is  used  to 
wipe  off  the  shaft  while  the  armature 
is  suspended  above  the  dipping  vat 
after  being  impregnated. 

In  connection  with  the  baking 
])rocess,  the  company  uses  a  ball- 
bearing truck  made  up  of  odds  and 
ends  from  the  shop.  Old  car  axles 
are  used  and  the  frame  is  built  of 
channel  section.  Holes  bored  in  the 
web  of  the  three-channel  cross-mem- 
bers receive  the  shafts  of  the  arma- 
tures to  be  baked.  Large  ball  bear- 
ings of  6  in.  outside  diameter  are 
used  for  wheels.  The  truck,  when 
filled  with  nine  armatures  (its  capac- 
ity) is  easily  wheeled  in  and  out  of 
the  baking  oven,  which  is  adjacent  to 
the  dipping  vats. 


Reclaimed  Bus  Oil  Used  for 

Car  Lubrication 

By  H.  C.  Pressler 

Master  Mechanic  Eastern  Texas  Electric 

Company,  Beaumont^  Tex. 

USE  of  reclaimed  bus  oil  for  lubri- 
cation of  electric  cars  is  the 
practice  of  the  Eastern  Texas  Electric 
Company.  After  the  oil  has  run  its 
allotted  time  in  the  buses  it  is  drained 
off  and  poured  into  a  50-gal.  barrel. 
A  piece  of  heavy  felt  is  fitted  over  the 
top  of  the  barrel  so  that  the  oil  must 
strain  through  it.  All  carbon  and 
foreign  matter  are  thus  removed  and 
the  oil  comes  out  clear  and  with  good 
body.  With  this  oil  used  in  journal 
bearings  no  trouble  has  been  experi- 
enced. The  wool  waste  does  not  get 
gummy  and  hard  and  pack  away  from 
the  journal,  but  keeps  loose  and 
fluffy,  which  keeps  it  close  on  the  bear- 
ing.   The  oil  is  used  also  on  brakes. 


Overcoming  Short  Circuits  at 
Trolley  Bases 

By  Otto  Gottschalk 

Engineer  of  Railway  Equipment 
Havana  Electric  Railway,  Havana,  Cuba 

GROUNDS  between  trolley  bases 
and  the  steel  roof  supports  on 
cars  operated  by  the  Havana  Electric 
Railway  caused  considerable  trouble. 
This  was  aggravated  through  the  use 
of  a  metallic  return  which  requires 
two  trolley  bases  mounted  close  to- 
gether on  two  trolley  boards  of  equal 
width.  Short  circuits  were  caused  by 
a  current  creepage  over  the  surface  of 
the  boards  and  cleats  of  wood  under 
the  trolley  boards.  Dirt,  rust  and  a 
salt  deposit  accumulated  and  the 
heavy  rainstorms  which  take  place  in 
this  climate  during  the  summer 
months  caused  a  film  of  water  along 
the  boards.  The  hot  sun  of  Cuba 
also  produced  warping  of  the  boards, 
so  that  they  had  a  shallow  dish  shape 
and  thus  were  ready  receptacles  for 
dirt  and  moisture. 

Ordinary  air  drying  insulating 
varnish  was  used  to  cover  the  wooden 
boards,  but  it  was  found  that  it  would 
not  adhere  to  them  long  enough  to  be 
effective  and  prevent  the  wood  from 
becoming  water  soaked.  This  diffi- 
culty was  overcome  by  painting  the 
surfaces  with  baking  varnish.  This 
does  not  scale  or  crack  and  it  does  not 


908 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


iTroll^  base  supporf 


!  .il^v ^ m\ m ^MIl 


Cleat 


■3/i"- 


Trolley  base  support  as  used  by  the  Havana  Electric  Railway 


become  hard  and  dried  out  by  the  hot 
sun.  In  addition  a  special  construc- 
tion is  used  to  support  and  insulate 
the  trolley  bases,  as  shown  in  the  ac- 
companying illustration.  The  base 
supports  are  made  of  native  hard 
wood  and  attached  securely  to  cleats 
of  the  same  material  by  using  alu- 
minum wood  screws.  These  screws 
do  not  rust  and  they  give  greater 
strength  than  brass. 

The  cleats  of  the  structure  are 
attached  to  the  steel  roof  supports  by 
carriage  bolts.  The  heads  of  these 
are  countersunk  into  the  cleats  and 
the  holes  are  then  filled  with  baking 
varnish.  The  supports  which  hold 
the  bases  are  cut  on  the  upper  side 
and  in  between  the  bases  and  the 
cleats  so  that  an  angular  surface  is 
formed  similar  to  a  house  roof.  This 
causes  water  to  run  off  rapidly.  On 
the  under  side  of  the  supports  and 
directly  below  the  angular  surface 
saw  teeth  are  cut.  These  break  up  a 
continuous  stream  of  water  that  may 
take  place  and  cause  short  circuits. 
The  cleats  in  close  proximity  to  the 
bases  are  also  angled  to  prevent  cur- 
rent creepage.  Another  advantage 
from  this  construction  is  that  the 
weight  is  reduced  40  per  cent  over 
the  construction  previously  employed. 


for  the  1927  Coffin  Prize,  this  method 
proved  so  inefficient  that  a  brake  lin- 
ing machine  was  installed  in  the  com- 
pany's own  garage.  The  cost  was 
only  $102.83,  but  the  expense  of  re- 
lining  brakes  on  the  nine  buses  for 
twelve  months  was  cut  from  $349.62 
to  $228,  or  a  saving  of  $121.62.  In 
addition  the  necessity  of  holding 
buses  out  of  service  to  reline  brakes 
has  been  eliminated. 


Eleven  Suggestions  for  Better 

Commutation 

By  W.  J.  Walker 

Railway  Supply  Department,   General 

Electric  Company 

SATISFACTORY  operation  of 
railway  motors  depends  largely  on 
the  care  and  attention  given  the  com- 
mutators. One  large  railway  motor 
manufacturer  recommends  that  the 
following  suggestions  be  carried  out 
in  order  that  successful  commutation 
may  be  obtained: 

1.  Keep  commutator  mica  segments  un- 
derctit  or  grooved.  The  cutting  depth 
should  be  about  3/64  in. 

2.  Keep  the  commutator  surface  smooth. 

3.  Use  the  best  grade  of  brush,  made  of 
highest  quahty  materials.  The  selection  of 
the  brush  depends  upon  local  conditions  and 
the  design  of  the  motor. 

4.  Do  not  allow  oil  to  come  in  contact 


with  the  commutator  surface  or  the  carbon 
brushes. 

5.  Adjust  the  bottom  of  the  carbon  box 
so  that  it  will  be  between  i  in.  and  i  in. 
from  the  commutator  surface. 

6.  See  that  the  brush  fits  the  carbon  way 
without  excessive  clearance,  but  is  free  to 
move  in  response  to  the  brush  pressure 
arms.  The  maximum  clearance  between 
a  new  brush  and  new  carbon  way  is  0.008 
in.  The  clearance  should  not  be  allowed  to 
exceed  1/32  in. 

7.  Replace  worn  carbon  ways  promptly. 
For  older  types  of  brush-holders,  with  the 
body  and  carbon  way  cast  in  one  piece,  con- 
sult the  manufacturer  for  information  re- 
garding the  substitution  of  modern  units 
equipped  with  renewable  carbon  way  boxes 
and  steel  clock-spring  pressure  arms.  Im- 
proved types  of  brush-holders  are  available 
for  a  majority  of  the  older  railway  motors, 
and  their  use  means  better  commutation 
and  more  economical  operation. 

8.  Clean  the  brush-holders  and  supports 
regularly.  Moisture  or  dust  on  any  part 
of  the  brush-holder  or  support  may  be  the 
cause  of  electrical  breakdowns. 

9.  Keep  the  bearing  linings  in  good  con- 
dition so  that  the  armature  air  gap  will  be 
maintained  uniformly.  This  will  minimize 
the  movement  of  the  armature  in  going 
over  rough  track,  which  is  frequently  the 
cause  of  flashovers. 

10.  Maintain  proper  brush  pressure  and 
use  the  grade  of  brush  recommended  by 
the  equipment  manufacturer. 

1l  Keep  track  and  roadbed  in  good  con- 
dition. A  rough  track  is  the  cause  of  many 
commutation  troubles. 


Machine  for  Removing  Paint 
from  Car  Seats 

PAINT  on  the  slat  seats  of  the  cars 
of  the  London  County  Council, 
London,  England,  is  removed  prior 
to  refinishing  by  means  of  a  machine 
evolved  for  the  purpose.  Not  all 
seats  on  its  cars  are  of  wood,  some 
being  upholstered,  but  there  is  a  suffi- 
cient number  of  slat  seats  to  warrant 
the  construction  of  a  machine  of  this 
kind. 

The  seats  are  first  dipped  in  a  tank 
containing  a   paint  remover.     They 


Brake  Relining  Machine 
Reduces  Maintenance  Cost 

FORMERLY  the  El  Paso  Electric 
Company,  El  Paso,  Tex.,  had  bus 
brakes  relined  at  a  local  brake  serv- 
ice station.  A  mechanic  from  this 
garage  had  to  remove  the  brake  bands 
from  the  bus,  make  a  trip  to  the  office 
of  the  master  mechanic  for  an  order 
to  have  the  work  done,  then  take  the 
bands  to  the  brake  service  station. 
There  he  had  either  to  wait  for  the 
work  to  be  done  or  return  later  for 
the  brake  band.  Meanwhile  the  bus 
was  out  of  service.  It  sometimes 
happened  that  the  brake  service  sta- 
tion could  not  do  the  work  at  once, 
and  often  a  bus  would  be  tied  up  for 
an  entire  day. 

According  to  the  comjmny's  brief 


These  brushes  remove  paint  from  car  scats  in  London 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


909 


are  then  slid  along  a  work  table  under 
two  sets  of  revolving  brushes,  one  ot 
wire  and  the  other  of  bristles,  which 
thoroughly  remove  the  paint.  These 
brushes  are  shaped  to  fit  the  contour 
of  the  seats.     The  wire  brushes  re- 


move the  greater  part  of  the  paint. 
The  remaining  particles  of  paint  are 
taken  off  by  the  bristle  brushes.  The 
brushes  are  covered  with  metal 
guards  to  prevent  the  particles  of  old 
paint  flying  about  the  room. 


New  Equipment  Available 


New  Sizes  Added  to  Line  of 
Roller  Bearing  Crane  Hooks 

POPULARITY  of  crane  hooks 
manufactured  by  the  Rollway 
Bearing  Company,  Inc.,  New  York, 
N.  Y.,  has  made  it  advisable  to  revise 
the  list  of  sizes  and  add  a  number  of 
new  ones  which  will  prove  more  con- 
venient to  customers  than  sizes  pre- 
viously listed,  according  to  an  an- 
nouncement of  that  company.  Crane 
hook  bearings  are  now  furnished  in 
sizes  to  fit  standard  hooks  with  capac- 


A  "dip  and  bake"  every  500  days 
Will  keep  down  your  car  delays. 


Small  Portable  Type  Pedestal 
Mounted  Jointer 

AN  8-1 N.  jointer  mounted  on  a 
.portable  truck  type  pedestal 
base  is  a  new  product  of  the  Gall- 
meyer  &  Livingston  Company,  Grand 
Rapids,  Mich.  The  machine  is  44  in. 
over  all,  with  24-in.  front  table  and 


times  found  with  ball  bearings  used 
on  crane  hooks  and  thereby  insures 
free  movement  of  the  hook  under 
heavy  load. 


Twist  Drill  Grinding 
Attachment 

GRINDING  of  twist  drills  ac- 
curately is  possible  by  use  of  an 
attachment  interchangeable  with  the 
standard  tool  grinding  rest  of  Hisey 
grinders.  The  device  has  just  been 
announced  by  the  Hisey-Wolf  Ma- 
chine Company,  Cincinnati,  Ohio. 
This  attachment  not  only  will  result 
in  more  accurate  grinding  of  the 
drills  but  also  will  produce  a  saving 
in  time  over  the  old  and  obsolete  free- 
hand method.  It  eliminates  the  use  of 
gages,  as  a  graduated  micrometer 
screw  adjustment  insures  identical  lip 
lengths. 

A  60-grit  grinding  wheel  of  medium 
grade  is  recommended  for  this  work 
and  should  be  dressed  frequently  so 
as  to  retain  a  straight  face.  The  at- 
tachment will  hold  twist  drills  with 
either  straight  or  taper  shanks  from 
\  in.  to  1:J:  in.  diameter. 


Motor-on-arbor  8-in.  jointer  mounted  on 
truck  base  for  portability 

18-in.  rear  table.  The  rabbeting 
groove  in  the  rear  table  and  the  verti- 
cal adjustment  of  the  front  table 
make  it  possible  to  rabbet  up  to  ^  in. 
on  this  machine.  Both  front  and  rear 
tables  can  be  adjusted. 

The  machine  is  equipped  with  ball 
bearings  and  a  motor  mounted  on  the 
arbor.  A  three-knife  safety  cylinder 
carries  three  knives  8^  in.  long.  The 
fence  is  adjustable  and  the  knives  are 
guarded  carefully. 


Rollway  bearing  as  used  on  crane  hook 

ities  from  5  to  100  tons.  Larger  sizes 
to  fit  the  largest  hook  shank  can  also 
be  furnished,  but  on  these  larger  sizes 
the  diameter  of  the  shank  and  the 
permissible  outside  diameter  of  the 
bearing  should  be  specified. 

The  rollers  and  thrust  plates  in 
these  bearings  are  made  of  high  car- 
bon alloy  steel,  heat  treated.  This 
insures  uniform  hardness  throughout 
the  piece  and  results  in  greater 
dependability  than  can  be  expected 
from  a  case-hardened  piece.  The 
large  area  of  contact  between  rollers 
and  plates  prevents  indentation  some- 


Twist  drill  grinding  attachment  fitted  to  10-in.  wheel  grinder 


910 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  Nolo 


n\ 


Association  Activities 


=qcg^= 


Iowa  Operators  Discuss  Rail  and 
Bus  Service 


WHEN  buses  are  indicated  by  all 
the  operating  conditions,  but  their 
adoption  involves  the  virtual  scrapping 
of  a  heavy  rail  investment,  which  way  is 
the  operating  company  to  turn?  This 
problem,  propounded  in  a  paper  given 
by  D.  D.  Bentzinger,  assistant  to  gen- 
eral manager  Iowa  Southern  Utilities 
Company,  brought  out  a  discussion  that 
was  one  of  the  high  points  in  the  annual 
convention  of  the  Operators'  Section, 
Iowa  Electric  Railway  Association,  held 
on  Nov.  2  and  3  at  Davenport,  with 
nearly  150  members  and  guests  in  at- 
tendance. 

The  maintenance  men  had  their  in- 
nings also.  Papers  by  Henry  Cordell, 
master  mechanic  Chicago,  North  Shore 
&  Milwaukee  Railroad,  on  the  elimina- 
tion of  equipment  failures,  and  by  W.  L. 
Wilson,  chief  engineer  maintenance  of 
way  Des  Moines  City  Railway,  on 
methods  of  track  construction  and  main- 
tenance followed  on  his  city  and  interur- 
ban  properties,  excited  keen  interest  in 
the  form  of  a  flood  of  experience  details 
explained  by  C.  M.  Feist,  master  me- 
chanic Sioux  City  Service  Company; 
R.  H.  Findley,  chief  engineer  Omaha  & 
Council  Blufifs  Street  Railway  Com- 
pany; W.  G.  Lamb,  master  mechanic 
Waterloo,  Cedar  Falls  &  Northern  Rail- 
way; F.  V.  Skelley,  superintendent  of 
equipment  Des  Moines  City  Railway, 
and  others. 

Keeping  the  Lines  Clear 

In  addition  to  Mr.  Bentzinger's  paper, 
bus  operation  was  discussed  by  several 
speakers.  A.  P.  Lewis,  general  superin- 
tendent Rockford  &  Interurban  Railway 
and  Rockford  City  Traction  Company, 
told  how  snow  storms  have  been  made 
to  pay  profits,  as  well  as  to  demonstrate 
the  practical  effect  of  co-ordination. 
Four  Fordson  tractors,  purchased  last 
November,  were  sent  out  ahead  of  the 
trolley  sweepers,  lowered  materially  the 
sweeper  maintenance  cost,  and  also  en- 
abled both  cars  and  buses  to  operate  on 
schedule  for  the  first  time,  contributing 
materially,  it  was  believed,  to  the  pas- 
sage of  a  favorable  franchise  shortly 
after  the  first  storm  of  the  winter. 

Joint  rail  and  bus  service  in  Dubuque 
and  East  Dubuque  was  described  by 
A.  H.  Smith,  superintendent  Dubuque 
Electric  Company.  In  a  city  of  walking 
distances,  such  as  Dubuque,  a  special 
effort  must  be,  and  is,  made  to  keep  to 
schedules.  The  practice  is  followed  of 
replacing  defective  cars  or  buses  at 
points  along  the  route.  This  avoids  an 
open  schedule  caused  by  bringing  units 
in  for  repairs.  The  system  of  bus  main- 
tenance and  operation  is  patterned  after 


that  followed  by  the  electric  railway, 
according  to  Mr.  Smith.  Bus  operators 
are  also  car  operators,  and  repair  men 
are  shifted  from  one  department  to  the 
other  as  the  occasion  may  demand,  hence 
the  advantage  of  co-ordination.  Seven 
buses  are  operated  on  two  routes — one 
serving  a  residential  area  radiating  fan- 
wise  from  downtown  Dubuque,  and  the 
other  crossing  the  Mississippi  River  into 
East  Dubuque.  For  these  routes  there 
are  used,  respectively,  25-passenger 
Macks  and  16-passenger  Dodge-Gra- 
hams. Losses  with  these  buses  are  less 
than  they  would  be  if  cars  were  oper- 
ated, Mr.  Smith  asserted,  and  "we 
avoided  building  car  line  extensions  long 


COMING  MEETINGS 

OF 

Electric  Railway  and 
Allied  Associations 

Nov.  16-17— Central  Electric  Traf- 
fic Association,  Keenan  Hotel,  Port 
Wayne,  Ind. 

Nov.  17 — Central  Electric  Railway 
Accountants'  Association,  Keenan 
Hotel,  Fort  Wayne,  Ind. 

Nov.  17-18  —  American  Society 
Mechanical  Engineers,  annual  meet- 
ing. Engineering  Societies  Building, 
29  West  39th  Street,  New  York, 
N.  Y. 

Nov.  17-lS  —  Personnel  Research 
Federation,  Accident  Reduction  sec- 
tion, 40  West  40th  Street,  New 
York,  N.  Y. 

Nov.  28-30 — ^American  Institute  of 
Electrical  Engineers,  regional  con- 
vention, Drake  Hotel,  Chicago,  III. 

Dec.  1,  2 — Pennsylvania  Street 
Railway  Association,  annual  meet- 
ing, Scranton,  Pa. 

Dec.  2 — American  Institute  Elec- 
trical Engineers,  New  York  Section, 
Engineering  Societies  Building,  New 
York,  N.  Y. 

Dec.  2 — Metropolitan  Section, 
American  Electric  Railway  Associa- 
tion, Engineering  Societies  Building, 
New  York,  N.  Y. 

Jan.  16-17 — Midwest  Electric  Rail- 
way Association,  Hot  Springs,  Ark. 

Jan.  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Roosevelt  Hotel,  New 
Orleans,  La. 

Jan.  26-27 — Central  Electric  Rail- 
way Association,  Cincinnati,  Ohio. 

Jan.  31 — New  York  Electric  Rail- 
way Association,  annual  meeting. 
Hotel  Commodore,  New  York,  N.  Y. 


expected  and  requested  numerous  times." 
A  history  of  the  gas-electric  drive  in 
bus  service  was  presented  by  W.  A. 
Clough,  General  Electric  Company,  Chi- 
cago. There  are  now  in  operation  or 
on  order  1,453  buses  fitted  with  G.E. 
electric  drive,  of  which  one  each  is 
in  India,  England  and  Germany.  An 
engine  with  modified  torque  characteris- 
tics was  needed  for  the  best  results,  he 
indicated.  Electric  braking  had  no 
place  on  a  bus,  was  his  personal  opinion, 
although  it  might  be  improved  by  the 
use  of  a  contactor  and  blowout  instead 
of  the  present  controller  construction. 
He  gave  estimates  of  operating  expense 
to  show  that  under  certain  assumed  con- 
ditions a  group  of  ten  buses  with  elec- 
tric drive  could  run  for  32.4  cents  a 
mile,  while  the  mechanical  type  would 
cost  34.6  cents  a  mile. 

The  circulating  load  method  of  han- 
dling passengers  was  advocated  in  a 
paper  delivered  by  R.  S.  Frehse,  sales 
engineer  National  Pneumatic  Company, 
Chicago.  Treadle  interlocks  had  re- 
moved any  possibility  of  the  door  being 
closed  on  a  passenger,  he  said  in  answer 
to  a  question.  Sixty  operating  com- 
panies are  now  using  some  5,000  pneu- 
matic door  controls,  on  3,000  trolleys 
and  216  buses. 

Freight  as  a  Source  of  Interurban 
Revenue 

Freight  as  a  means  of  building  up 
interurban  revenue  was  discussed  in  a 
paper  by  C.  F.  Dege,  general  superin- 
tendent Clinton,  Davenport  &  Musca- 
tine Railway.  One-man  operation,  re- 
modeling of  cars,  faster  and  more 
frequent  schedules  were  adopted  to  stem 
the  tide  of  decreasing  passenger  busi- 
ness, but  had  resulted  to  date  only  in 
retarding  the  rate  of  decrease  of  rev- 
enue, rather  than  in  increasing  that  rev- 
enue. The  only  hope  was  in  building 
up  freight  revenue,  if  the  continuance 
of  operation  was  to  be  warranted.  Mr. 
Dege  told  of  the  changes  required  to  do 
this :  Freight-handling  motors  and  loco- 
motives had  to  be  bought;  sidings  and 
stock  yards  provided;  transfer  connec- 
tions with  steam  roads  built;  through 
rates  and  divisions  established  with  con- 
necting carriers.  Above  all,  each  mem- 
ber of  the  organization  had  to  become  a 
salesman,  and  the  business,  once  se- 
cured, had  to  be  handled  so  that  it 
would  be  kept  in  the  future.  In  ten 
years  the  gross  tonnage  of  freight  had 
been  increased  six  times  because  of  de- 
termined efforts.  In  1916  the  company 
handled  30,432  tons  of  less-than-carload 
and  carload  freight,  while  in  1926  the 
gross  was  194,586  tons.  This  field  had 
only  been  touched,  Mr.  Dege  was  con- 
vinced, and  was  destined  to  become  the 
major  part  of  the  operation. 

Mr.    Bentzinger   went   even   further 


November  12, 1927 


ELECTRIC  RAILWA\  JOURNAL 


911 


than  indicated  in  the  opening:  paragraph 
of  this  report.  It  was  his  opinion,  re- 
ceived without  comment,  that  further 
development  of  transportation  systems 
in  communities  such  as  BurHngton  and 
Ottumwa  (both  of  about  30,000  popula- 
tion) could  not  be  justified.  His  own 
company  felt  a  moral  obligation  to  ren- 
der the  service,  or  would  willingly  aban- 
don it  at  any  time.  Operating  figures 
indicated,  he  said,  that  if  relieved  of  the 
cost  of  furnishing  and  maintaining  pav- 
ing over  the  car  routes,  the  company 
could  operate  street  cars  cheaper  than  it 
could  buses.  In  Burlington,  over  a  two- 
year  period,  and  a  total  of  700,000  miles, 
nine  25-passenger  buses  had  averaged 
15.25  cents  a  mile.  This  figure  in- 
cluded depreciation  on  a  250,000-mile 
basis,  but  did  not  cover  garage  rental. 
Mechanically,  the  modern  bus  is  entirely 
satisfactory,  his  experience  being  that 
the  statements  of  the  manufacturers  re- 
garding operation  are  justified. 

Using  Burlington  as  an  example,  Mr. 
Bentzinger  asked  for  discussion  as  to 
what  the  transportation  company  should 
do  when  a  five-year  paving  program,  to 
cost  $250,000,  was  staring  it  in  the  face. 
Should  the  company  continue  to  pour 
money  into  a  well  that  apparendy  had 
no  bottom  ?  Or  should  it  charge  off  the 
million-dollar  investment  in  a  trolley 
system,  and  go  over  to  all-bus  opera- 
tion? A  bitter  pill,  but  the  sooner 
swallowed,  the  better,  was  the  verdict 
of  B.  W.  Arnold,  assistant  to  the  gen- 
eral manager  Chicago,  North  Shore  & 
Milwaukee  Railroad.  The  layout  of  the 
city,  as  well  as  its  population,  must  be 
considered,  suggested  R.  J.  Smith,  vice- 
president  Tri-City  Railway  of  Iowa.  It 
might  be  worth  while  in  Burlington  to 
continue  a  trunk  trolley  line  and  aban- 
don the  others.  The  experience  of  the 
Iowa  Railway  &  Light  Company  was 
outlined  by  E.  F.  Winslow,  superin- 
tendent of  transportation.  Two  years 
ago  interurban  headway  between  Cedar 
Rapids  and  Mount  Vernon  had  been 
lengthened  from  one  hour  to  two  hours, 
with  buses  filling  in  the  alternate  hour. 
This  had  not  increased  the  riding,  so 
now  the  rails  were  being  torn  up. 

John  Sutherland  Retires 

At  the  banquet,  which  was  one  of  the 
entertainment  features,  the  delegates 
were  welcomed  by  R.  B.  MacDonald, 
president  of  the  Tri-City  Railway  of 
Iowa,  who  expressed  the  hope  that  the 
convention  would  give  them  renewed 
zeal  so  they  could  go  home  and  solve 
the  many  problems  of  the  industry.  John 
Sutherland,  retiring  after  ten  years  as 
chairman  of  convention,  was  presented 
with  a  Masonic  diamond  ring,  from  the 
members  of  the  Operators'  Section,  the 
ceremony  being  performed  by  Maurice 
Welsh,  chairman  of  the  executive  com- 
mittee. Another  feature  was  a  trip  of 
inspection  through  the  Tri-City  shops 
in  Davenport  and  Rock  Island,  carried 
out  with  the  help  of  the  outdoor  bus 
exhibit,  which  included  demonstration 
vehicles  shown  by  Bender,  Murray,  both 
on  White  chassis,  Yellow,  Twin  Coach, 
Mack  and  Studebaker.  During  the  clos- 
ing business   session,  after  the  matter 


had  been  explained  by  B.  W.  Arnold, 
the  section  voted  to  support,  individually 
and  as  a  body,  the  legislation  regulating 
interstate  motor  carriers  of  passengers, 
to  be  submitted  at  the  next  session  of 
Congress.  E.  J.  Anderson,  general 
superintendent  Tri-City  Railway,  was 
elected  chairman  of  convention  for  the 
next  year,  it  was  announced.     Maurice 


Welsh  of  Waterloo  was  re-elected  chair- 
man of  the  executive  committee,  as  were 
the  following  members :  R.  W.  Her- 
rick,  Sioux  City;  F.  S.  Welty,  Omaha; 
E.  W.  Miller,  Des  Moines;  A.  H. 
Smith,  Dubuque ;  Charles  F.  Weil,  Chi- 
cago; Robert  Sampson,  Mansfield, 
Ohio;  K.  A.  Hills,  Davenport,  and 
G.  J.  Hart,  Pittsburgh. 


Freight  Is  Becoming  a  Major  Source 
of  Revenue* 


By  C 
General  Superintendent  Clinton,  Davenpor 

FOR  some  time  it  has  been  apparent 
that  the  only  hope  of  this  com- 
pany to  secure  enough  revenue  to 
warrant  its  continued  operation  was 
through  an  increase  in  freight  business, 
and  for  this  reason  the  company  has 
been  making  a  vigorous  effort  to  se- 
cure such  business.  This  has  required 
a  great  change  in  our  methods  of 
operation,  because,  like  many  other 
interurbans,  we  had  been  depending 
almost  entirely  on  passenger  business 
and  had  handled  very  little  freight. 

Freight  locomotives  were  purchased, 
sidings  were  provided,  transfer  con- 
nections with  the  steam  roads  built  and 
through  rates  and  divisions  established 
with  connecting  carriers.  Stock  yards 
were  built  and  service  started  to  put 
the  interurban  in  a  position  to  solicit 
the  business. 

We  had  to  change  the  attitude  of 
every  man  on  our  property  so  that 
people  in  our  territory  would  like  to 
do  business  with  us.  From  the  general 
manager  down  through  the  ranks,  we 
all  have  tried  to  make  salesmen  of  our- 
selves and  to  establish  good  public 
relations.  Nothing  can  take  the  place 
of  personal  contact  to  promote  good 
public  relations.  We  drop  in  to  see  our 
patrons  and  meet  the  public  officers  of 
the  various  communities  in  our  terri- 
tory in  a  casual  way  and  talk  over 
matters  of  mutual  interest. 

We  have  had  some  success  in  having 
our  employees  solicit  freight  and  pas- 
senger business.  Our  failure  to  give 
good  service  is  often  detected  by  these 
employees  and  action  is  then  taken  to 
eliminate  further  cause  for  complaint. 
We  have  a  regular  freight  solicitor  who 
covers  each  community  in  our  territory 
about  once  each  month.  In  addition 
our  several  department  heads  devote 
part  of  their  time  to  soliciting  freight. 

Our  freight  service  consists  of  two 
freight  trains  daily  except  Sunday  in 
each  direction  over  each  division.  For 
rush  shipments  we  give  passenger  car 
package  service  every  hour  and  a  half 
at  a  rate  a  little  higher  than  the  regular 
freight  rate.  This  service  has  proved 
very  popular  and  has  given  us  a  sub- 
stantial increase  in  revenue. 

Claims  for  lost  or  damaged  freight 


*  Abstract  of  a  paper  presented  at  the 
annual  convention  of  the  Operators'^  Sec- 
tion, Iowa  Electric  Railway  Association, 
Davenport,  Iowa,  Nov.  2  and  3,  1927. 


F.  Dege 
■t  &  Muscatine  Railway,  Davenport,  Iowa 

are  highly  undesirable  and  we  have 
done  much  in  the  last  few  years  to  re- 
duce the  amount  of  money  lost  in  that 
way.  Our  men  are  taught  how  to  stow 
freight  in  the  cars  and  how  to  handle  it 
to  avoid  damage.  They  are  required  to 
make  reports  to  show  cause  when 
freight  is  damaged,  and  to  avoid  making 
the  reports  they  handle  the  freight  more 
carefully.  Careful  inspection  of  all 
goods  must  be  made  by  the  receiving 
and  delivery  clerks  and  notations  made 
on  the  bills  of  lading  or  delivery  re- 
ceipts when  loss  or  damage  is  noticed. 
Fair  claims  must  be  paid  quickly  and 
unfair  clanns   declined  just   as   quickly. 

Time  seems  to  be  the  most  important 
element  today  in  handling  freight.  Busi- 
ness houses  carry  smaller  stocks  today 
and  depend  on  fast  freight  service.  De- 
lays at  transfer  points  are  being  cut  to 
a  minimum,  freight  being  available  for 
delivery  immediately  on  arrival.  The 
consignee  is  notified  of  the  arrival  of  his 
goods  at  once,  because  if  that  notifica- 
tion is  delayed  all  efforts  to  hasten  the 
shipment  over  the  line  are  wasted. 

Any  change  in  our  freight  schedules 
is  made  known  to  our  patrons  through 
bulletins  to  their  traffic  managers  and 
shipping  clerks.  We  keep  the  shipping 
association  and  traffic  clubs  advised  of 
our  activities  and  invite  people  to  call 
our  agents  and  tariff  clerks  for  rates  and 
routing  information. 

The  freight  business  is  destined  to  be- 
come our  major  operation.  As  an  ex- 
ample of  what  can  be  done  in  building 
up  freight  business,  I  will  give  you  a 
few  figures  to  show  the  result  of  our 
efforts  along  that  line.  In  1916  we 
handled  a  gross  freight  tonnage  of 
30,432,  including  both  less-than-carload 
and  carload.  In  1926  our  gross  ton- 
nage increased  to  194,586,  more  than 
six  times  as  much  freight  as  in  1916. 
In  September  this  year  we  handled 
27,812  tons  on  the  Clinton  Division 
alone,  almost  as  much  as  we  handled  on 
both  divisions  in  1916. 

In  a  word,  we  were  driven  to  look  to 
a  new  source  for  our  major  revenue,  and 
feel  real  encouragement  from  our  com- 
paratively recent  efforts  to  develop  that 
source.  Many  complications  are  brought 
into  management  and  operation  by  the 
intensive  development  of  this  freight 
business,  but  they  seem  well  worth  while 
in  view  of  the  possible  revenue  to  be 
derived. 


912 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


Rail  Executives  Meet  at  Purdue 
on  Nov.  1 1 

BETWEEN  200  and  250  railway  ex- 
ecutives from  throughout  the  United 
States  and  Canada  are  expected  at  Pur- 
due University  on  Nov.  1 1  to  inspect  the 
research  work  being  conducted  by  the 
university's  engineering  experiment  sta- 
tion for  the  American  Railway  Asso- 


ciation on  the  testing  of  air-brake  equip- 
ment and  draft  gears.  The  air-brake 
tests  have  been  under  way  nearly  two 
years,  under  the  direction  of  Harley  A. 
Johnson,  director  of  research  for  the 
Railway  Association,  and  also  general 
manager  of  the  Chicago  Elevated  Rail- 
roads. The  draft  gear  tests  were 
started  last  spring  at  the  Purdue  Engi- 
neering  Experiment  Station. 


American  Association  INpws 


rCte^ft- 


More  Engineering  Committees 
Announced 


FURTHER  appointments  of  commit- 
tees of  the  Engineering  Association 
have  been  announced  at  association  head- 
quarters. These  include  both  standing 
committees  and  special  committees  of 
the  various  divisions  that  have  been  set 
up  to  cover  the  technical  work  of  the 
association.  The  four  technical  stand- 
ing committees  in  charge  of  these  divi- 
sions were  announced  in  this  paper  for 
Oct.  29,  page  833.  The  additional  ap- 
pointments follow : 

Editing  of  Proceedings  and  Rej'orts 

F.  H.  Miller,  vice-president  and  gen- 
eral manager  Louisville  Railway,  Louis- 
ville, Ky.,  chairman. 

E.  M.  T.  Ryder,  New  York,  N.  Y. 

Engineering  Manual 

F.  H.  Miller,  vice-president  and  gen- 
eral manager  Louisville  Railway,  Louis- 
ville, Ky.,  chairman. 

L.  D.  Bale,  Oeveland,  Ohio. 

E.  M.  T.  Ryder,  New  York,  N.  Y. 

Revision  of  Constitution  and 
By-Laws 

W.  W.  Wysor,  chief  engineer  United 
Railways  &  Electric  Company,  Balti- 
more, Md.,  chairman. 

F.  McViTTiE,  Rochester,  N.  Y. 
F.  H.  Miller,  Louisville,  Ky. 

Subjects 

P.  V.  C.  See,  superintendent  car 
equipment  Northern  Ohio  Power  & 
Light  Company,  Akron,  Ohio,  chairman. 

L.  D.  Bale,  Cleveland,  Ohio. 

C.  H.  Jones,  Michigan  City,  Ind. 

W.  W.  Wysor,  Baltimore,  Md. 

Heavy  Electric  Traction 

H.  F.  Brown,  assistant  electrical  en- 
gineer New  York,  New  Haven  &  Hart- 
ford Railroad,  New  Haven,  Conn.,  chair- 
man. 

A.  H.  Armstrong,  Schenectady,  N  .Y. 

J.  M.  BosENBURY,  Springfield,  111. 

Morris  Buck,  New  York,  N.  Y. 

S.  B.  Cooper,  East  Pittsburgh,  Pa. 

A.  H.  Daus,  Chicago,  111. 

J.  C.  Davidson.  Schenectady,  N.  Y. 

J.  H.  Davis,  Baltimore,  Md. 

J.  V.  B.  DuER,  Altoona,  Pa. 


J.  T.  Hamilton,  New  York,  N.  Y. 
J.  W.  Hulme,  New  York,  N.  Y. 

E.  C.  Johnson,  Los  Angeles,  Cal. 
M.  W.  Manz,  Mansfield,  Ohio. 
L.  S.  Wells,  New  York,  N.  Y. 

L.  C.  WiNSHiP,  North  Adams,  Mass. 

Power  Division 

Special  Committee  No.  2 — Power 
Rectifiers 

H.  W.  Codding,  assistant  engineer 
Public  Service  Production  Company, 
Newark,  N.  J.,  chairman. 

C.  A.  Butcher,  East  Pittsburgh,  Pa. 

C.  L.  DouB,  Philadelphia,  Pa. 

F.  W.  Peters,  Schenectady,  N.  Y. 
W.  S.  Richhart,  Fort  Wayne,  Ind. 

G.  I.  Wright,  Philadelphia,  Pa. 

Special   Committee   No.   4 — Switch- 
boards 

C.  E.  Bennett,  general  engineer 
Georgia  Power  Company,  Atlanta,  Ga., 
chairman. 

C.  A.  Butcher,  East  Pittsburgh,  Pa. 

H.  J.  Casey,  Baltimore,  Md. 

F.  W.  Peters,  Schenectady.  N.  Y. 

Special  Committee  No.  5 — Catenary 
Specifications 

Dwight  L.  Smith,  electrical  engineer 
Chicago  Rapid  Transit  Company,  Chi- 
cago, II].,  chairman. 

S.  H;  Anderson,  Los  Angeles,  Cal. 

W.  H.  Bassett,  Waterbury,  Conn. 

L.  W.  Birch,  Mansfield,  Ohio. 

W.  F.  Healy,  Cleveland,  Ohio. 

S.  S.  Hertz.  New  York,  N.  Y. 

John  Leisenring.  Springfield,  111. 

W.  Schaake,  East  Pittsburgh,  Pa. 

A.  ScHLESiNGER,  Indianapolis.  Ind. 

R.  E.  Wade,  Schenectady,  N.  Y. 

Special  Committee  No.  6 — Trolley 
Wire  Wear 

H.  S.  Murphy,  staff  engineer  Philadel- 
phia Rapid  Transit  Company,  Phila- 
delphia. Pa.,  chairman. 

J.  Walter  Allen,  Boston,  Mass. 

S.  H.  Anderson,  Los  Angeles,  Cal. 

W.  H.  Bassett.  Waterburv.  Conn. 

L.  W.  Birch.  Mansfield,  Ohio. 

M.  W.  CooKE,  Pittsburgh,  Pa. 

C.  L.  Hancock,  New  York,  N.  Y. 


A.  J.  Klatte,  Chicago,  III. 
J.  F.  Neild,  Toronto,  Ont.,  Canada. 
Angus  Scott,  Cleveland,  Ohio. 
G.  F.  Wennagel,  Baltimore,  Md. 

Special  Committee  No.  7 — Inductive 

Co-ordination    and    Radio 

Interference 

W.  J.  QuiNN,  electrical  engineer 
Third  Avenue  Railway  System,  New 
York,  N.  Y.,  chairman. 

S.  H.  Anderson,  Los  Angeles,  Cal. 

D.  D.  Ewing,  Lafayette,  Ind. 

J.  F.  Neild,  Toronto,  Ont.,  Canada. 

A.  Schlesinger,  Indianapolis,  Ind. 

Special  Committee  No.  8 — Trolley 
Wire  Reels 

J.  F.  Neild,  electrical  engineer 
Toronto  Transportation  Commission, 
Toronto,  Ont.,  Canada,  chairman. 

W.  H.  Bassett,  Waterbury,  Conn. 

C.  L.  Hancock,  New  York,  N.  Y, 
K,  J.  Keith,  Des  Moines,  Iowa. 
A.  J.  Klatte,  Chicago,  111. 

D.  L.  Smith,  Chicago,  111. 

Special  Committee  No.  10 — Light- 
ning Protection 

C.  E.  Bennett,  general  engineer 
Georgia  Power  Company,  Atlanta,  Ga., 
chairman. 

A.  L.  Atherton,  East  Pittsburgh,  Pa. 

R.  E.  Beers,  Schenectady,  N.  Y. 

H.  W.  Davis,  Utica,  N.  Y. 

S.  S.  Hertz,  New  York,  N.  Y. 

A.  D.  McWhorter,  Memphis,  Tenn. 

A.  Taurman,  Birmingham,  Ala. 

Special   Committee   No.    11 — Distri- 
bution Systems 

John  Leisenring,  electrical  super- 
intendent Illinois  Traction  System, 
Springfield,  III.,  chairman. 

A.  J.  Klatte,  Chicago,  111. 

H.  S.  Murphy,  Philadelphia,  Pa. 

J.  F.  Neild,  Toronto.  Ont,  Canada. 

A.  Schlesinger,  Indianapolis,  Ind. 

Angus  Scott,  Cleveland,  Ohio. 

Special  Committee  No.   12 — Ferrous 

AND  Non-ferrous  Materials 

H.  S.  Murphy,  staff  engineer  Philadel- 
phia Rapid  Transit  Company,  Phila- 
delphia, Pa.,  chairman. 

Merle  Aldrich.  Michigan  City,  Ind. 

L.  W.  Birch,  Mansfield,  Ohio. 

H.  F.  Brown,  New  Haven,  Conn. 

C.  L.  Hancock,  New  York,  N.  Y. 

S.  S.  Hertz,  New  York,  N.  Y. 

Purchases  and  Stores  Division 

Special  Committee  No.  1 — Review  of 
Manual 

J.  Fleming,  assistant  secretary  and 
purchasing  agent  Capital  Traction  Com- 
pany, Washington.  D.  C,  chairman. 

C.  A.  Harris,  Pittsburgh,  Pa. 

A.  E.  Hatton,  Pittsburgh,  Pa. 

Special  Committee  No.  2 — Study  or 
Advantages  of  Unit  Piling 

W.  E.  Scott,  superintendent  of  sup- 
plies Philadelphia  Rapid  Transit  Com- 
pany, Philadelphia,  Pa.,  chairman. 

B.  W.  FoRKNER,  Mansfield,  Ohio. 
F.  A.  Jordan,  Atlanta,  Ga. 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


913 


T.  H.  McGarry,  Boston,  Mass. 
W.  J.  Walker,  Schenectady,  N.  Y. 
A.  E.  Hatton,  Pittsburgh,  Pa. 

Special  Committee  No.  3 — Invest- 
ment Material  and  Supplies 

C.  A.  Harris,  chief  of  stores  Philadel- 
phia Company  and  allied  corporations, 
Pittsburgh,  Pa.,  chairman. 

A.  S.  Duncan,  East  Pittsburgh,  Pa. 

A.  L.  Fischer,  Cincinnati,  Ohio. 

W.  P.  McArdle,  New  York,  N.  Y. 

Rolling  Stock  Division 

Special  Committee  No.  1 — Manual 
Review 

W.  C.  Bolt,  superintendent  rolling 
stock  and  shops  Eastern  Massachusetts 
Street  Railway,  Chelsea,  Mass.,  chair- 
man. 

W.  S.  Adams,  Philadelphia,  Pa. 

T.  H.  Nicholl,  Anderson,  Ind. 

Special  Committee  No.  3 — Car 
Design 

H.  H.  Adams,  superintendent  shops 
and  equipment  Chicago  Surface  Lines, 
Chicago,  111.,  chairman. 

H.  S.  Williams,  Detroit,  Mich.,  vice- 
chairman. 

O.  W.  Basquin,  Chicago,  111. 

J.  A.  Brooks,  Philadelphia,  Pa. 

C.  A.  Burleson,  Schenectady,  N.  Y. 

W.  J.  Clardy,  East  Pittsburgh,  Pa. 

L.  J.  Davis,  Brooklyn,  N.  Y. 

Charles  Gordon,  New  York,  N.  Y. 

W.  L.  Harwood,  Springfield,  Mass. 

A.  P.  Jenks,  Chicago,  111. 

A.  L.  Kasemeier,  Winton  Place,  Ohio. 

G.  L.  Kippenberger,  St.  Louis,  Mo. 

John  Lindall,  Boston,  Mass. 

C.  R.  McMahon,  Oakland,  Cal. 

W.  R.  McRae,  Toronto,  Ont.,  Canada. 

Special  Committee  No.  4 — 
Lighting 

R.  W.  Cost,  commercial  engineering 
department,  Westinghouse  Lamp  Com- 
pany, Bloomfield,  N.  J.,  chairman. 

A.  L.  Broe,  Harrison,  N.  J. 

W.  W.  Brown,  Brooklyn,  N.  Y. 

H.  F.  Deininger,  Philadelphia,  Pa. 

E.  E.  Dorting,  New  York,  N.  Y. 

H.  A.  Otis,  Chicago,  111. 

J.  P.  Staples,  Charleroi,  Pa. 

Special   Committee  No.  6 — 
Lubrication 

J.  H.  Lucas,  superintendent  of  rolling 
stock  Milwaukee  Electric  Railway  & 
Light  Company,  Milwaukee,  Wis.,  chair- 
man. 

A.  A.  Green,  New  York,  N.  Y. 

C.  Bethel,  East  Pittsburgh,  Pa. 

C.  A.  Burleson,  Schenectady,  N.  Y. 

L.  W.  Jacques,  East  St.  Louis,  111. 

J.  F.  Lamb,  New  York,  N.  Y. 

W.  H.  McCarty,  Washington,  D.  C. 

Special  Committee  No.  8 — Motor 
Brushes 

R.  A.  Hutchins,  motor  division, 
railway  equipment  engineering  depart- 
ment. General  Electric  Company,  Erie, 
Pa.,  chairman. 

Harry  Childs,  Clifton,  Staten  Island, 
N.  Y. 


F.  W.  McCloskey,  E.  Pittsburgh,  Pa. 
R.  D.  VoSHALL,  Washington,  D.  C. 

Special  Committee  No.  9 — Noise 
Reduction 

H.  S.  Williams,  assistant  superin- 
tendent of  equipment  Department  of 
Street  Railways,  Detroit,  chairman. 

C.  Bethel,  East  Pittsburgh,  Pa. 

N.  R.  Brownyer,  Detroit,  Mich. 

R.  S.  Beers,  Schenectady,  N.  Y. 

C.  J.  Ellis,  Winton  Place,  Ohio. 
T.  H.  Minary,  Louisville,  Ky. 
R.  M.  O'Brien,  New  Orleans,  La. 
H.  L.  Rogers,  Cincinnati,  Ohio. 
R.  D.  VosHALL,  Washington,  D.  C. 

Special  Committee  No.  11 — Current 
Collecting   Devices 

Hugh  Savage,  superintendent  of 
equipment  Brooklyn  City  Railroad, 
Brooklyn,  N.  Y.,  chairman. 

W.  C.  Klein,  Allentown,  Pa. 

H.  S.  Murphy.  Philadelphia,  Pa. 

D.  L.  Smith,  Chicago,  111. 
W.  Schaake,  East  Pittsburgh,  Pa. 
R.  E.  Wade,  Schenectady,  N.  Y. 

Special  Committee  No.  13 — ^Limits 
OF  Wear 

D.  F.  Smith,  railway  engineering  de- 
partment. General  Electric  Company, 
Erie,  Pa.,  chairman. 

J.  M.  Bosenbury,  Springfield,  111. 

C.  Bethel,  East  Pittsburgh,  Pa. 
J.  H.  Lucas,  Milwaukee,  Wis. 
W.  R.  McRae,  Toronto,  Ont.,  Canada. 

Way  and  Structures  Division 

Special  Committee  No.  1 — Manual 
Review 

W.  R.  Dunham,  Jr.,  executive  engi- 
neer Department  of  Street  Railways, 
Detroit,  Mich.,  chairman. 

T.  H.  David,  Indianapolis,  Ind. 

J.  S.  MahAn,  Chicago,  111. 

D.  H.  Walker,  Indianapolis,  Ind. 

D.  J.  Graham,  Youngstown,  Ohio. 

Special  Committee  No.  2 — Special 
Trackwork 

E.  M.  T.  Ryder,  way  engineer  Third 
Avenue  Railway  System,  New  York, 
N.  Y.,  chairman. 

E.  P.  Roundey,  Utica,  N.  Y.,  vice- 
chairman. 

C.  A.  Alden,  Steelton,  Pa. 
J.  U.  Bragg,  Baltimore,  Md. 
E.  B.  Entwisle,  Johnstown,  Pa. 
R.  B.  Fisher,  Harvey,  111. 
H.  F.  Heyl,  Easton,  Pa. 
W.  G.  Hulbert,  New  York,  N.  Y. 
M.  M.  Johnson.  New  Haven,  Conn. 

D.  H.  Payne,  Hoboken,  N.  -J. 
G.  a.  Peabody,  Cleveland,  Ohio. 
W.  W.  Wysor,  Baltimore,  Md. 

Special  Committee  No.  A — Track 
Ballast  and  Drainage 

S.  Clay  Baker,  engineer  maintenance 
of  way  East  St.  Louis  &  Suburban  Rail- 
way, East  St.  Louis,  111.,  chairman. 

E.  J.  Archambault,  Milwaukee,  Wis. 
L.  T.  BoTTO,  San  Antonio.  Texas. 
A.  C.  Eddy,  Vancouver,  B.  C,  Canada. 
C.  L.  Hawkins,  St.  Louis,  Mo. 
J.  H.  Haylow,  Memphis,  Tenn. 
A.  F.  Smith,  Allentown,  Pa. 


Special   Committee    No.   6 — Arc 
Welding 

C.   F.    Gailor,   consulting  engineer, 
New  York,  N.  Y.,  chairman. 
E.  E.  Barnard,  Lynchburg,  Va. 
H.  E.  Bean,  Syracuse,  N.  Y. 
C.  A.  Burleson,  Schenectady,  N.  Y. 
A.  M.  Candy,  East  Pittsburgh,  Pa. 
H.   H.   Dartt,   Scranton,   Pa. 
A.  L.  Donnelly,  New  Haven,  Conn. 
R.  B.  Fehr,  Detroit,  Mich. 
E.  P.  Goucher,  Washington,  D.  C. 

E.  L.  Lockman,  Boston,  Mass. 
W.  M.  Raiguel,  Philadelphia,  Pa. 
Jonathan  Wolfe,  Chicago,  111. 

Special    Committee    No.    7  —  Alloy 

Steels  Other  Than  Manganese 

for  Special  Trackwork 

A.  T.  Spencer,  general  superintendent 
of  construction  and  maintenance  Mon- 
treal Tramways,  Montreal,  Que.,  Canada, 
chairman. 

R.  B.  Fehr,  Detroit,  Mich. 

F.  G.  Hibbard,  Milwaukee,  Wis. 
P.  A.  Kerwin,  Detroit,  Mich. 

B.  P.  Legare,  San  Francisco,  Cal. 
R.  H.  NoDERER,  Johnstown,  Pa. 

O.  C.  Rehfuss,  Montreal,  Que., 
Canada. 

N.  E.  Salsich,  Bethlehem,  Pa. 

Special  Committee  No.  8 — Pavement 

A.  E.  Harvey,  superintendent  of  con- 
struction Kansas  City  Public  Service 
Company,  Kansas  City,  Mo.,  chairman. 

N.  R.  Alexander,  Chicago,  111. 

C.  W.  Burke,  Brooklyn,  N.  Y. 
W.  G.  Matthews,  Denver,  Col. 

J.  H.  SuNDMAKER,  Cincinnati,  Ohio. 
W.  L.  Wilson,  Des  Moines,  Iowa. 

Special  Committee  No.  11 — Track 

Construction 
C.  L.  Hawkins,  engineer  of  way  and 
structures  United  Railways  of  St.  Louis, 
St.  Louis,  Mo.,  chairman. 
W.  R.  Dunham,  Jr.,  Detroit,  Mich. 
H.  H.  George,  Newark,  N.  J. 
E.  P.  Goucher,  Washington,  D.  C. 
E.  M.  T.  Ryder,  New  York,  N.  Y. 

Special  Committee  No.  12 — Rail 
Corrugation 

W.  W.  Wysor,  chief  engineer  United 
Railways  &  Electric  Company,  Balti- 
more, Md.,  chairman. 

C.  H.  Clark,  Cleveland,  Ohio. 
E.  B.  Entwisle,  Johnstown,  Pa. 

D.  D.  Ewing.  Lafayette,  Ind. 
R.  B.  Fehr,  Detroit.  Mich. 

H.  Fort  Flowers,  Findlay,  Ohio. 
C.     R.     Kinnear,     Toronto,     Ont., 
Canada. 

T.  J.  La  VAN,  Cleveland,  Ohio. 

E.  L.  Lockman,  Boston,  Mass. 
A.  M.  Nardini,  Philadelphia,  Pa. 
J.  Ormondroyd,  E.  Pittsburgh,  Pa. 
Yi.  J.  Tippett,  New  Haven,  Conn. 
C.  L.  Van  Auken.  Chicago,  111. 
H.  S.  Williams,  Detroit,  Mich. 

Special  Committee  No.  IS — Track 
Gage 
C.  H.  Clark,  engineer  maintenance 
of  way   Cleveland   Railway,   Cleveland, 
Ohio,  chairman. 
R.  S.  Bull,  Pittsburgh,  Pa. 
E.  P.  Roundey,  Utica,  N.  Y. 


914 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


P> 


ISlews  of  the  Industry 


n 


/n 


=ff^F 


Discussion  Resumed  in 
Chicago 

Disagreement    over   term   franchises   holds 

up  the  consideration  of  final  traction  bill. 

Attention  received  by  subway  matters 

THAT  subway  construction  cannot 
be  started  in  Chicago  until  the  pend- 
ing traction  enabling  legislation  has 
been  passed  was  the  opinion  of  several 
members  of  the  City  Council  sub- 
committee which  recently  resumed 
consideration  of  the  five  new  measures 
designed  to  solve  the  local  railway  prob- 
lem. Discussion  on  this  point  arose 
when  the  Aldermen  decided  to  hold  a 
final  review  of  the  subway  bill  which 
they  had  approved  several  weeks  ago. 

Alderman  Joseph  B.  McDonough, 
chairman  of  the  City  Council  commit- 
tee on  local  transportation,  contended 
that  until  the  entire  set  of  bills  is  passed 
it  will  be  impossible  to  proceed  with  the 
plan  of  Michael  J.  Faherty,  head  of  the 
board  of  local  improvements,  to  build 
subways  by  special  assessment.  The 
city  must  contract  for  the  use  of  the 
tubes  before  they  are  built,  and  this  will 
not  be  done  until  the  whole  transit  prob- 
lem is  settled,  he  added. 

In  this  connection,  and  upon  the  rec- 
ommendation of  Alderman  J.  B.  Bowler, 
the  sub-committee  instructed  Assistant 
Corporation  Counsel  James  W.  Breen 
to  draft  a  bill  to  transfer  the  power  to 
build  subways  by  special  assessment 
from  the  board  of  local  improvements 
to  the  City  Council.  If  the  board  of 
local  improvements  submitted  a  subway 
plan  under  the  present  law,  Mr.  Bowler 
declared,  the  City  Council  could  only 
accept  or  reject  it,  but  could  not  amend 
it.  This,  he  said,  gives  the  board  the 
sole  power  to  decide  where  the  tubes 
shall  be  located  and  all  the  specifications 
of  their  construction. 

The  original  subway  bill  approved  by 


the  sub-committee  provided  that  the 
Council  can  construct  the  tubes  by 
means  of  a  special  assessment  and  can 
also  decide  whether  the  relocation  of 
public  utility  pipes  and  conduits  is  to 
be  made  a  part  of  the  subway  costs  to 
be  paid  for  by  the  city  or  by  the  public 
utility  affected,  or  the  cost  shall  be 
divided  among  the  various  interested 
parties. 

A  Chicago  municipal  subway  commis- 
sion, headed  by  Mr.  Faherty,  has  been 
in  Europe  for  the  past  month  studying 
the  subway  systems  of  London  and  the 
principal  continental  cities. 

Consideration  of  the  fifth  and  last  bill 
on  the  traction  legislation  program, 
namely,  that  limiting  the  length  of  term 
franchises,  was  delayed  until  Nov.  5 
because  of  the  difficulty  of  the  members 
of  the  sub-committee  to  decide  whether 
the  measure  should  provide  for  an  alter- 


native franchise  of  a  limited  number  of 
years  or  leave  with  the  Council  the  deci- 
sion as  to  how  many  years  such  a  term 
franchise  should  run. 

In  the  corresponding  bill  introduced 
by  the  railways  in  the  Legislature  last 
spring  a  40-year  limit  was  provided  for 
term  franchises.  The  Aldermen  have 
tentatively  struck  out  that  limit,  making 
it  possible  to  have  term  franchises  for 
50,  75,  100  or  any  other  number  of 
years.  Some  Aldermen  have  pointed 
out  that  this  would  give  the  City  Coun- 
cil power  to  grant  a  franchise  that  might 
run  100  years  without  revocation. 

Proponents  of  the  no-limit  plan  re- 
plied that  bankers  will  not  finance  a 
short-term  franchise,  and  that  if  the 
city  has  the  right  to  issue  a  50  or 
60-year  grant  its  leverage  would  be 
greater  on  the  local  companies  which 
want  a  terminable  permit. 


Flood  Strikes  New  England  Utilities 

Power  systems  in  Vermont  and  New  Hampshire  hard  hit,  but 

recovering  rapidly.    Major  IVIassachusetts  and  Connecticut 

plants  escape  lightly.     Little  electric  railway  damage 


WITH  the  force  of  a  tropical  cloud- 
burst, a  rainstorm  and  flood  of 
unprecedented  intensity  swept  through 
north-central  New  England  on  Thurs- 
day, Nov.  3,  causing  a  loss  of  about  150 
lives  and  destroying  many  millions  of 
dollars'  worth  of  property.  Public  util- 
ity plants  in  Vermont  were  over- 
whelmed, those  in  northern  New 
Hampshire  were  also  hard  hit,  and  the 
systems  operating  in  the  Connecticut 
Valley  went  through  a  deluge  which 
strained  their  equipment  and  personnel 
close  to  the  limit.  No  lives  are  known 
to  be  lost  among  men  and  women  in  any 
branch  of  the  electrical  industry. 


Despite  the  damage  sustained  by  the 
power  utilities  and  the  service  inter- 
ruptions, which  reached  a  climax  in  the 
Green  Mountain  region,  every  dam  of 
major  importance  held,  no  plants  of 
primary  consequence  were  irreparably 
injured,  transmission  lines  of  trunk  type 
stood  firm,  and  fine  records  of  service  in 
restoration  under  the  handicap  of  broken 
communication  by  rail,  highway  and 
wire  were  achieved. 

Water  in  the  Housatonic  River 
reached  a  crest  Friday.  No  stations  on 
the  Housatonic  shut  down,  and  there 
was  very  little  curtailment  of  capacity. 
The  crest  of  the   flood  passed   Spring- 


Water  potu^  over  the  Amoskeag  Dam  at  Manchester,  N.  H.,  to  a  height  of  9  ft. 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


915 


wamm 


Approach  to  the  power  plant  of  the  railway  at  Hartford  was  by  rowboat 


field,  Mass.,  at  5  p.m.  Sunday  and  Hart- 
ford Monday  at  2  a.m.  At  Hartford 
approximately  200,000  sec. -ft.  was  re- 
corded. All  transmission  lines  were 
held  in  service.  The  Connecticut  River 
at  the  South  Meadow  station,  Hartford, 
rose  to  within  3  ft.  of  the  power-plant 
openings.  At  Middletown,  Conn.,  serv- 
ice was  cut  off  for  about  24  hours  owing 
to  the  flooding  of  substations. 

In  Connecticut  the  electric  railways 
suffered  from  flood  conditions  along 
the  Connecticut,  Mad  and  Naugatuck 
Rivers.  Considerable  damage  was  done 
to  the  roadway  and  equipment,  but  the 
loss  of  revenue  due  to  suspension  of 
service  was  an  even  more  severe  blow. 

At  Hartford  the  Connecticut  River 
rose  to  unprecedented  heights  and 
flooded  many  streets  in  the  lower  part 
of  town.  On  Nov.  6  water  stood  7^  ft. 
deep  in  the  street  outside  the  power 
house  of  the  Connecticut  Company.  It 
came  up  nearly  to  the  bottom  of  the 
windows  and  a  shut  down  was  feared. 
Fortunately  this  did  not  occur  and  the 
station  has  remained  constantly  in  serv- 
ice. Some  injury  was  sustained  by  the 
equipment,  however.  Just  what  this 
will  amount  to  cannot  yet  be  deter- 
mined, but  it  is  feared  that  it  may  be 
severe.  Divers  are  at  present  ex- 
amining the  condenser  intake  and  outlet 
to  find  the  extent  of  the  damage  done. 

Between  Nov.  4  and  9  service  was 
suspended  for  varying  periods  on  car 
lines  operating  in  the  waterfront  dis- 
trict and  on  several  suburban  lines.  A 
large  part  of  the  town  of  East  Hartford 
was  submerged  and  electric  railway 
tracks  were  under  water  in  a  number 
of  places.  Wherever  possible  buses 
were  operated  over  routes  on  high 
ground  to  give  partial  service  to  dis- 
tricts ordinarily  served  by  the  suspended 
railway  lines. 

At  Middletown,  below  Hartford  on 
the  Connecticut  River,  similar  trouble 
was  experienced  from  high  water.  Car 
lines  running  to  points  outside  the  town 
were  forced  to  suspend  service,  but  the 
local  lines  were  not  greatly  affected. 
Serious  trouble  was  experienced  at 
Winsted,  on  the  Mad  River,  and  at 
Torrington,  on  the  Naugatuck.  Water- 
bury  and  Derby,  also  on  the  Naugatuck, 


were  less  seriously  affected.  At  New 
London,  on  the  Thames,  no  trouble  oc- 
curred. 

With  about  4  ft.  of  water  in  the 
streets  of  Winsted  and  a  couple  of  feet 
in  the  streets  of  Torrington,  all  car 
service  in  that  district  was  suspended 
for  several  days.  At  Waterbury  the 
water  covered  the  floor  of  the  Con- 
necticut Company's  paint  and  overhead 
shops  to  a  depth  of  6  in.  The  boiler 
room  was  flooded  and  the  entire  plant 
was  without  heat.  Electric  motors  in 
the  boiler  house  and  the  electric  hoist- 
ing apparatus  in  the  pits  of  the  overhaul 
shop  were  removed  in  time  to  prevent 
damage.  Car  service  in  the  city  of 
Waterbury,  which  is  considerably  above 
the  river,  was  not  interrupted,  but  the 
line  from  New  Haven  to  Waterbury 
via  Derby  was  discontinued  for  a  time 
because  of  high  water  at  Naugatuck. 
One  of  the  local  lines  in  Derby  was  also 
forced  to  suspend  operations. 

Service  on  all  Lines  Normal 

According  to  R.  J.  Bennett,  assistant 
general  manager  of  the  Connecticut 
Company,  service  on  all  lines  has  now 
been  restored  to  normal.  Comparatively 
little  damage  has  been  done  to  the 
physical  property  of  this  company  ex- 
cept at  the  Hartford  power  station 
referred  to  previously.  This  was  largely 
because  of  the  width  of  the  Connecticut 
River  at  its  lower  end,  which  prevented 
the  strong  and  destructive  current  ex- 
perienced in  its  upper  stretches.  Some 
damage  was  done  to  motors  and  arma- 
tures, but  this  was  not  greater  than 
would  occur  during  an  ordinary  heavy 
rain,  as  no  attempt  was  made  to  operate 
the  cars  over  submerged  track.  Bridges 
were  found  to  be  sound  by  the  engineers. 

Electric  railways  in  western  Massa- 
chusetts suffered  heavy  losses  from 
washouts,  submerged  tracks,  detours  and 
forced  suspension  of  service  in  some 
cases.  Service  between  Springfield  and 
Holyoke  was  interrupted  owing  to 
flooded  tracks  in  the  Riverdale  and 
Springdale  sections  and  traffic  between 
the  two  cities  was  routed  by  way  of 
Chicopee  Falls.  On  the  route  from 
Springfield  to  Westfield  buses  replaced 
cars  for  a  time  on  Nov.  5  between  Tat- 


ham  and  Westfield.  Later  in  the  day 
the  tracks  were  cleared  of  water,  repairs 
made  and  regular  traffic  resumed. 

Memorial  Bridge  at  Springfield  was 
closed  to  traffic  Saturday  night,  Nov.  5, 
and  traffic  routed  over  the  North  End 
bridge.  The  Agawam  bridge,  over 
which  cars  of  the  Springfield  Street 
Railway  are  run  through  Agawam,  was 
closed  Friday  morning,  owing  to  con- 
cern as  to  its  safety,  but  was  reopened 
on  Saturday.  According  to  H.  M. 
Flanders,  general  manager  Springfield 
Street  Railway,  the  greatest  injury 
suffered  by  this  company  was  loss  of 
revenue  due  to  suspension  of  service. 
.Service  on  the  Northampton  Street 
Railway  was  suspended  Saturday  be- 
tween Northampton  and  Amherst  owing 
to  submerged  track  in  the  Hadley 
meadows,  and  also  between  Northamp- 
ton and  Easthampton  and  southward  to 
Mount  Tom  for  the  same  reason. 

Reports  sent  on  Nov.  8  from  Spring- 
field, Mass.,  as  a  center  indicated  that 
service  on  the  Springfield  Street  Railway 
would  be  completely  restored  on  all  lines 
on  Nov.  9.  Minor  washouts  had  then 
been  repaired.  At  that  time  the  Holyoke 
street  railway  lines  were  open  to  all 
suburban  points.  The  roadbeds  on  this 
system  were  found  to  be  sound  after  the 
flood  receded.  Except  for  the  route 
from  North  Adams  to  Bennington  all 
the  Berkshire  street  railway  lines  were 
operating. 


^300,000,000   for   Subways 
Approved  in  New  York 

Amendment  No.  2,  which  was  put 
forth  as  a  solution  of  New  York  City's 
transit  problem,  was  carried  at  the  elec- 
tion on  Nov.  8  by  an  indicated  majority 
of  approximately  140,000.  The  indicated 
majority  in  the  five  boroughs  was 
370,000  in  favor  of  the  measure,  which 
would  enable  the  city  to  borrow 
$300,000,000  beyond  its  present  debt 
limitations,  the  money  to  be  used  solely 
for  construction  of  new  transit  lines, 
particularly  subways.  The  sweeping 
victory  of  the  proposal  in  the  city  itself 
was  impressive. 

Mayor  Walker  said: 

I  am  very  happy  with  the  vindication  at 
the  hands  of  the  people  of  this  city  mani- 
fested by  the  wonderful  plurality  given  to 
Amendment  No.  2.  Now  we  can  proceed 
to  keep  our  platform  pledges  to  complete 
the  new  subway  routes  and  bring  to  sub- 
way riders  of  our  city  the  comfort  and 
convenience  that  has  been  altogether  too 
long  delayed. 


Five-Cent   Zones   and   Weekly 

Passes  Ordered  in  Oakland 

A  basic  S-cent  zone  fare  on  all  trac- 
tion lines  of  the  Key  System  Transit 
Company,  Oakland,  Cal.,  operative 
within  30  days  or  by  Dec.  10,  has  been 
ordered  by  the  California  Railroad  Com- 
mission. This  ruling  is  in  accordance 
with  recommendations  of  A.  G.  Mott, 
chief  engineer  of  the  commission,  filed 
on  Nov.  2,  the  last  day  of  the  rate  hear- 


916 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


ing  which  had  been  in  progress  inter- 
mittently for  two  years. 

The  Key  System  also  was  ordered  to 
reduce  ferry  fares  from  21  cents  to  20 
cents  and  to  increase  slightly  monthly 
ferry  commutation  rates  and  to  institute 
$1  and  $1.50  weekly  passes  good  for 
unlimited  use  on  the  so-called  traction 
lines.  Operation  of  one-man  cars  in 
the  interest  of  economy  also  is  recom- 
mended by  the  commission,  as  are  5-cent 
bargain  fares  in  all  former  7-cent  zones 


between  the  hours  of  9  a.m.  and  4:30 
p.m. 

The  new  fare  schedules  are  experi- 
mental and  subject  to  modification  from 
time  to  time.  The  rate  base  of  the  com- 
pany as  accepted  by  the  commission  is 
$29,101,063  and  it  is  expected  that  the 
new  rate  schedules  with  suggested  econ- 
.omies  will  increase  the  company's  yearly 
net  income  about  $1,000,000.  Last  year's 
net  income  was  $1,195,079,  a  return  of 
4.11  per  cent  on  the  rate  base. 


Boston^s  New  Dorchester  Line  Opened 

^5,000,000  improvement  first  move  in  extensive  plan  under  which 
city  lines  will  take  over  suburban  traffic  from  steam  railroads 


ANOTHER  important  branch  has 
.  been  added  to  the  rapid  transit  sys- 
tem of  the  Boston  Elevated  Railway, 
Boston,  Mass.,  by  the  opening,  on  Nov. 
5,  of  the  first  section  of  the  Dorchester 
tunnel  extension.  This  extension  runs 
from  Andrew  Square,  which  has  been 
the  terminal  for  some  years,  to  Fields 
Corner  in  Dorchester  and  cost  $5,000,- 
000.  It  is  being  carried  to  Mattapan  as 
fast  as  the  work  can  be  done,  at  an 
expense  of  another  $5,000,000.  To 
Fields  Corner  it  is  completed. 

Mayor  Malcolm  E.  Nichols  drove  the 
last  spike  with  a  gilded  hammer  on 
Wednesday,  Nov.  2.  Then  the  Massa- 
chusetts Public  Utilities  Department 
inspected  the  branch  and  orally  certified 
to  the  Boston  Elevated  Railway  that 
all  the  relevant  laws  had  been  complied 
with  and  the  new  line  was  safe  for 
operation.  On  Friday,  Nov.  4,  there 
was  an  official  inspection  by  the  Boston 
Transit  Commission,  under  which  the 
line  was  built.  These  ceremonies  served 
to  dedicate  the  new  line  and  at  5 :20 
o'clock  the  next  morning,  Nov.  5,  it  was 
opened  to  the  general  public  for  business. 


The  Boston  Elevated  crews  had  been 
operating  empty  trains  over  the  new 
route  for  some  days  and  were  familiar 
with  all  the  switches,  signals,  curves 
and  grades,  and  they  started  service 
promptly  and  held  their  long  four-car 
trains  to  schedule,  running  from  Fields 
Corner  to  Park  Street,  in  the  very 
heart  of  Boston,  in  fourteen  minutes. 
This  speed  is  revolutionary  for  the 
Dorchester,  Mattapan  and  Milton  peo- 
ple, and  in  addition  to  the  speed  there 
is  the  frequency  of  service — a  two  and 
three-minute  headway  during  the  morn- 
ing and  afternoon  rush  for  people  who 
have  been  accustomed  to  infrequent 
steam  train  service  to  South  Station 
and  long  walks  to  their  offices.  Most 
of  them  are  brought  much  nearer  to 
their  places  of  business  by  being  car- 
ried to  Park  Street. 

Moreover,  the  commuters  learned 
that  the  new  line  is  a  heavy,  rock-bal- 
lasted, third-rail  road,  smooth  riding 
and  quiet.  For  a  long  distance  the 
rapid  transit  tunnel  trains  run  along- 
side of  the  main  line  of  the  New  Haven 
Railroad,    an    iron     fence    separating 


them.  In  fact,  the  roadbed  occupied  is 
the  former  roadbed  of  the  New  Haven 
Railroad,  purchased  from  the  railroad 
by  the  Boston  Elevated.  It  is  the  first 
outstanding  bid  of  the  Boston  Elevated 
for  the  suburban  passenger  business  of 
the  New  Haven  Railroad  and  may  lead 
to  the  abandonment  of  more  of  this 
short-haul  business  by  the  steam  rail- 
roads entering  Boston,  in  order  that  it 
may  be  more  advantageously  handled 
by  the  local  railways,  mainly  the  Boston 
Elevated. 

Mayor  Nichols  says  this  is  only  the 
beginning  of  a  great  expansion  of  the 
Boston  Elevated  system.  His  intention 
is  to  go  to  the  Legislature  at  the  next 
session  with  a  bill  for  at  least  $20,- 
000,000  for  new  rapid  transit  lines.  He 
wants  to  take  up  again  the  question 
of  a  subway  under  Huntington  Avenue 
to  connect  the  Brookline  village  with 
the  Boston  Elevated  tunnel  system  and 
to  run  new  lines  out  in  other  directions, 
details  of  which  he  has  not  worked  out. 
"Let's  get  going,"  he  says.  He  would 
have  a  subway  under  the  Common  into 
the  North  End  and  connection  with 
Lechmere  Square;  he  would  have  the 
city  take  over  from  the  Elevated  the 
elevated  structure  in  Atlantic  Avenue 
and  use  it  in  part  as  a  highway  for 
heavy  trucks,  and  he  expects  that 
another  tunnel  will  have  to  be  built  un- 
der the  harbor  to  East  Boston.  Speedy 
development  of  the  traffic  system  has 
become  imperative  in  Boston  to  keep 
pace  with  the  requirements.  Governor 
Fuller  has  recommended  that  pleasure 
cars  be  kept  out  of  the  business  center 
from  10  o'clock  in  the  morning  until  3 
o'clock  in  the  afternoon.  General 
Manager  Dana  of  the  Boston  Elevated 
approves  of  this  plan,  stating  that  the 
Boston  Elevated  is  running  light  dur- 
ing that  period  and  could  handle  all  the 
traffic  resulting  from  its  adoption.  The 
registrar  of  motor  vehicles,  Frank 
Goodwin,  favors  it. 


Left  to  right:  A.  L.  Butter,  construction  engineer  of  rapid  transit  Boston  Elevated;  Col. 
Thotnas  F.  Sullivan,  chairman  Boston  Transit  Conunission,  and  H.  M.  Steward, 
superintendent  of  maintenance  Boston  Elevated 


Railway  at  Baltimore  Concludes 
Presentation  of  Testimony 

The  United  Railways  &  Electric  Com- 
pany, Baltimore,  concluded  its  case 
before  the  Maryland  Public  Service 
Commission  on  Nov.  4.  The  hearing 
is  on  a  petition  asking  authority  to  in- 
crease the  straight  fare  from  7^  cents 
to  10  cents.  Recently  the  commission 
refused  to  grant  the  company  a  tem- 
porary emergency  increase  pending 
hearing  on  the  present  petition  seeking 
a  permanent  10-cent  fare. 

Bancroft  Hill,  valuation  engineer,  was 
the  last  witness  for  the  United.  The 
company  did  not  call  any  witnesses  to 
present  testimony  to  show  the  necessity 
for  a  return  of  8  per  cent,  pointing  out 
that  testimony  covering  this  point  had 
been  offered  at  the  hearing  for  an 
emergency  increase  and  this  testimony  is 
a  part  of  the  record  of  the  present  case. 

The  commission  announced  that  the 
hearing  will  be  resumed  on  Nov.  15, 
when  the  people's  counsel,  organizations 
and  others  opposing  the  increase  will  be- 
gin the  presentation  of  their  testimony. 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


917 


Maine  Company  Challenges  the 
Transportation  World 

Considerable  interest  has  been  shown 
in  the  second  industrial  exhibit  placed 
in  the  window  of  the  Chamber  of  Com- 
merce at  Biddeford,  Me.,  by  the  Bidde- 
ford  &  Saco  Railroad.  The  material 
on  display  is  valued  at  more  than  $500 
and  it  is  only  a  small  fraction  of  the 
many  thousand  parts  necessary  for  up- 
keep and  maintenance  of  the  road  and 
no  two  parts  on  display  are  alike.  The 
railroad  makes  a  very  pertinent  challenge 
worded : 

We  challenge  you  to  name  another  rail- 
way in  America  of  like  size  serving  a  sim- 
ilar community  that  is  still  operating  on  a 
S-cent  fare  and  giving  as  good  service  as 
your  own  trolley. 

Many  savings  banks  own  our  bonds — 
you  have  money  in  these  banks,  boost  your 
own  investment  by  riding  the  street  cars. 
Your  local  trolley  system  carried  about 
1,500,000  passengers  last  year,  and  it  was 
an  off  year  here  too.  Does  that  sound  like 
a  dying  industry  to  you? 

More  people  in  America  are  riding  the 
street  car  than  ever  before,  why? — because 
it  has  been  found  to  be  cheaper  and  safer. 

When  talking  with  a  visitor,  you  can 
justly  point  with  pride  to  the  local  railway 
and  its  5-cent  fare  since  1887. 

You  can  ride  the  street  cars  as  frequently 
as  desired  for  less  than  the  depreciation 
alone  on  your  auto  costs.  Gas,  by  the  way, 
is  the  ninth  item  of  expense  in  operation  of 
an  auto.     Think  this  over. 

Visitors  say  "Your  Biddeford  &  Saco 
company  has  a  set  of  men  as  polite  and 
courteous  as  can  be  found  anywhere.  This 
is  a  real  community  compliment. 

The  exhibit  by  the  railway  is  only  a 
part  of  a  series  of  displays,  which  will 
run  into  March  of  next  year. 


To  Safeguard  Jacksonville's 
Little  Ones 

Operators  of  the  Jacksonville  Traction 
Company,  Jacksonville,  Fla.,  have  re- 
ceived special  instructions  from  the 
management  in  the  matter  of  taking 
extra  precaution  for  the  avoidance  of 
accidents  in  which  children  would  be 
the  victims.  Children  who  are  com- 
pelled to  use  the  streets  going  to  and 
from  school  are  to  receive  the  special 
consideration  of  all  car  operators. 


A  close-up  of  the  South  Shore  working  model 


Working  Model  of  South  Shore 
Line  Attracts  50,000 

So  detailed  and  so  fascinating  that  it 
was  easily  the  center  of  interest  at  each 
exhibit,  a  working  model  of  the  Chi- 
cago, South  Shore  &  South  Bend  Rail- 
road was  recently  shown  for  a  week  at 
the  Greater  Gary  Exposition  in  Gary, 
Ind.,  and  for  a  like  period  at  the  East 
Chicago-Indiana  Harbor  Exposition 
conducted  jointly  by  those  two  Indiana 
cities.  In  the  two  weeks  it  was  viewed 
by  at  least  50,000  persons. 

The  model  was  equipped  with  both 
passenger  trains  and  freight  trains 
built  especially  for  the  South  Shore 
Line.  It  had  high-speed  turnouts  and 
switches  and  an  exact  reproduction  of 
the  signal  system  of  the  railroad,  being 
actuated  by  a  set  of  ten  standard  relays. 
To  give  an  impressive  demonstration 
of  the  operation  of  the  road  the  trains 
were  run  over  65  ft.  of  track  and 
through  switches.  The  tracks  were 
laid  on  wooden  ties,  spiked  with  tacks 
and  ballasted  with  crushed  stone. 

Power  was  supplied  to  the  trains 
through  an  especially  constructed  cate- 
nary overhead  system  suspended  from 
structural  bridges  similar  to  those  used 
on  the  road's  right-of-way.  Built  in 
the  shape  of  an  oval  with  banked 
curves,  the  tracks  allowed  fast  opera- 
tion. Pantographs  were  built  on  the 
motor  cars  to  collect  the  power  for  the 
trains.  Lights  in  the  interior  of  the 
cars  added  to  the  reality. 

Track  circuits  of  electricity  operated 


the  signals  which  flashed  alternate 
green,  yellow  and  red  warnings  as  the 
trains  sped  around  the  oval.  As  one 
train  passed  a  certain  point  the  signals 
changed  automatically  and  thus  gave 
warning  to  the  following  train. 

This  interesting  and  instructive  ex- 
hibit will  soon  be  shown  in  other  cities 
served  by  the  South  Shore  Line.  It 
was  built  and  set  up  by  Earl  Stover  of 
the  electrical  engineering  department. 


Rehabilitation  Does  Pay 

Stockholders  and  friends  of  the  Cin- 
cinnati, Hamilton  &  Dayton  Railway 
have  been  handed  a  reprint  of  a  series 
of  editorials  and  articles  from  Electric 
Railway  Journal  commenting  upon 
and  describing  the  significance  of  the 
physical  and  financial  rehabilitation  of 
the  road. 

These  editorials  and  articles  were 
written  at  or  about  the  time  the  Cin- 
cinnati, Hamilton  &  Dayton  put  into 
service  its  new  equipment,  but  subse- 
quent experience  has  served  only  to 
emphasize  the  conclusion  therein  ex- 
pressed that  fine  equipment  operated 
over  a  rehabilitated,  modernized  prop- 
erty would  stimulate  a  popular  response 
which  would  be  most  gratifying.  It  is 
the  conviction  of  President  Conway 
that  the  company's  experience  emphat- 
ically demonstrates  that  the  public  will 
patronize  a  high-class,  modern  inter- 
urban  railroad  in  preference  to  other 
methods  of  transportation. 


Not  much  was  left  out  of  the  exhibit  showing  the  South  Shore  company's  activities 


918 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


Omaha  Franchise  Draft  Rejected 

Formal  rejection  has  been  made  to  the 
City  Council  of  Omaha,  Neb.,  of  the 
proposed  new  franchise  for  the  Omaha 
&  Council  Bluffs  Street  Railway.  Six 
reasons  are  assigned  for  the  refusal. 
The  company  points  out  that  the  fran- 
chise binds  the  company  for  30  years 
to  observe  the  provisions  of  the  con- 
tract, while  the  city  may  amend  it  any 
time  that  it  chooses.  This  creates  a 
condition  where  the  company  is  left 
without  credit  or  security.  It  is  shown 
that  the  grant  would  make  inoperative 
any  service  orders  of  the  State  Railway 
Commission  unless  the  Council  approved. 
It  is  objected  that  the  measure  provides 
that  the  company  shall  be  subject  to 
limitations  and  burdens  that  may  later 
be  imposed  by  law  without  allowing  it 
any  of  the  benefits  that  future  laws  may 
give. 

It  is  argued  that  the  ordinance  is 
unduly  restrictive  in  that  the  company 
will  be  forced  to  ask  the  Council  for 
permission  to  do  many  things  purely 
managerial  in  character.  Lastly,  it  is 
objected  that  under  one  section,  if  the 
bondholders  thereafter  should  bring 
action  to  establish  any  pre-existing 
rights  and  the  court  should  sustain  such 
claim,  the  measure  would  immediately 
become  void. 


points  in  the  city  to  Hyde  Park  20 
cents  and  the  same  for  return  trip; 
cash  fare  of  10  cents  within  each  of  the 
two  zones  on  the  Hyde  Park  line  with 
right  to  sell  tickets  for  continuous  pas- 
sage between  Muskogee  and  Hyde  Park 
at  15  cents  each,  providing  that  no  less 
than  twenty  tickets  are  purchased  by 
each  person  at  one  time;  from  Musko- 
gee to  Fort  Gibson  40  cents  cash  fare 
or  10  cents  for  each  of  the  five  zones 
on  the  line ;  for  tickets  between  Musko- 
gee and  Riverside  at  end  of  the  second 
zone  on  the  line  15  cents  each  when  not 
less  than  twenty  tickets  are  purchased 

at  one  time. 

♦ 

Kings  of  Swat  in 
New  Surroundings 

Baseball's  most  distinguished  ambas- 
sadors, "Busting  Babe"  and  "Larruping 
Lou."  or  Babe  Ruth  and  Lou  Gehrig  of 
the  New  York  Yankees,  disported  them- 
selves recently  on  the  front  of  a  Mil- 
waukee locomotive.     The  occasion  was 


Increased  Fare  Talk  in  Dallas 

The  City  Commission  of  Dallas,  Tex., 
will  oppose  any  effort  on  the  part  of 
the  Dallas  Railway  &  Terminal  Com- 
pany to  increase  fares.  This  was  made 
known  when  events  seemed  to  point  to 
the  possibility  of  action  along  these 
lines  by  the  railway.  The  present 
7-cent  cash  fare  with  five  tokens  for 
30  cents  was  put  in  effect  more  than  a 
year  ago  when  what  is  known  as  Ever- 
man  Plan  No.  4  was  approved.  Ever- 
man  Plan  No.  4  called  for  certain 
improvements,  extensions  and  better- 
ments to  be  completed  within  a  speci- 
fied time  in  return  for  which  the 
railway  was  authorized  to  put  these 
fares  into  effect.  The  company  has 
now  been  told  that  the  city  will  not 
consider  any  proposal  for  any  change 
in  fares  until  Everman  Plan  No.  4  has 
been  complied  with  in  every  detail.  It 
will  be  January,  1928,  before  the  com- 
pany has  completed  these  improve- 
ments. 


Municipal  Railway  Bond  Issue 
Defeated  in  San  Francisco 

Once  again  the  $4,600,000  Municipal 
Railway  bond  issue  has  failed  to  carry 
in  San  Francisco.  Defeated  last  June, 
it  was  referred  to  the  voters  again  on 
Nov.  8  and  again  it  failed  of  the  neces- 
sarv  votes.  The  vote  was,  for  the  bonds, 
66,322;  against  the  bonds,  46,871,  or 
8,807  votes  short  of  the  required  two- 
thirds. 

Opponents  of  the  measure  reiterated 
the  arguments  they  advanced  when  the 
proposal  was  submitted  in  June.  Some 
of  the  extensions  proposed  are  unneces- 
sary, it  was  claimed.  Included  in  the 
bond  issue  was  a  proposal  to  buy  fifteen 
new  cars  and  to  extend  eight  lines,  in- 
cluding one  bus  line. 

The  railway  bond  measure,  however, 
was  more  popular  than  a  proposal  for  a 
$2,000,000  municipally  owned  Hetch 
Hetchy  transmission  power  line.  This 
measure  failed  by  16,413  votes  of  the 
necessary  two-thirds. 

Proponents  of  municipal  ownership, 
however,  are  claiming  a  victory  for 
these  principles,  pointing  to  the  fact 
that  a  proposal  to  build  a  publicly  owned 
bay  bridge  carried  by  2,467  majority  and 
a  counter  proposal  to  construct  a  pri- 
vately owned  bridge  was  defeated  by 
nearly  9,000  votes. 

Mayor  James  Rolph,  Jr.,  was  elected 
for  the  fifth  successive  term,  by  30,936 
votes,  the  largest  majority  he  has  ever 
received.  He  campaigned  for  the  boule- 
vard bonds,  which  measure  carried,  but 
he  was  silent  on  the  railway  bond  issue. 
The  vote  was  the  heaviest  ever  cast  at 
a  San  Francisco  municipal  election. 


New  Fare  Schedule  in  Muskogee 

The  State  Corporation  Commission 
of  Oklahoma  has  granted  the  following 
new  schedule  of  fares  to  the  Muskogee 
Electric  Traction  Company,  applying 
to  city  lines  in  Muskogee  and  inter- 
urban  lines  of  the  company :  City  cash 
fare  10  cents,  three  tickets  for  25 
cents;  school  children  between  six  and 
fifteen  years  old  between  points  in  the 
city  and  to  each  of  the  two  zones  on 
the  Hyde  Park  line  and  within  each'  of 
the  five  zones  on  the  Fort  Gibson  line 
4  cents,  providing  that  no  less  than  25 
tickets  be  purchased  at  one  time  by  each 
child;    for    continuous    passage    from 


Busting  Babe  and  Larruping  Lou  in 
new  roles 

during  a  visit  of  the  New  York  Yankees, 
new  world  champions  of  the  baseball 
realm,  to  St.  Paul  for  an  exhibition 
game  the  latter  part  of  the  season.  It 
so  happened  at  the  time  that  one  of 
the  giant  Baldwin-Westinghouse  electric 
locomotives  used  by  the  Chicago,  St. 
Paul  &  Milwaukee  Railway  was  on  ex- 
hibition there  in  connection  with  the  new- 
roller  bearing  transcontinental  limited 
of  the  Milwaukee  road,  then  making  a 
tour  from  Chicago  to  the  coast.  Among 
the  visitors  to  the  exhibition  were 
"Busting  Babe"  and  "Larruping  Lou," 
and  the  camera  caught  these  two  stellar 
performers  amid  new  surroundings. 


Seven-Cent  Fare  in  Michigan  City 

The  Indiana  Public  Service  Commis- 
sion has  authorized  an  increase  from  5 
to  7  cents  in  fares  at  Michigan  City  on 
petition  of  the  Chicago,  South  Bend  & 
Northern  Indiana  Railwav,  effective 
Nov.  15. 


Eight-Cent  Cash  Fare  in  Tulsa 

Fares  are  to  be  increased  at  once  by 
the  Tulsa  Street  Railway,  Tulsa,  Okla., 
under  an  order  issued  on  Oct.  28  by  the 
Corporation  Commission.  Following  a 
hearing,  F.  E.  Kennamer,  judge  of  the 
United  States  court.  Northern  District, 
on  Oct.  25  instructed  the  receiver  to 
apply  to  the  Corporation  Commission 
for  an  increase  in  fares  to  the  follow- 
ing schedule:  Cash  fare,  8  cents;  two 
adult  tickets  15  cents;  children  under 
twelve  years  3  cents  cash  fare;  school 
children's  tickets  2^  cents.  This  sched- 
ule has  been  aproved  by  the  Corpora- 
tion Commission. 

The  schedule  heretofore  in  effect  has 
been  7  cents  cash  fare  and  four  tickets 
for  25  cents;  the  fares  applying  to 
children  were  unchanged  by  the  com- 
mission's ruling.  The  receiver  in  his 
application  gave  a  comparative  state- 
ment of  revenues  and  expenditures  of 
the  company,  which  showed  that  ex- 
penditures, including  operating  ex- 
penses, taxes  and  bond  interest,  had 
exceeded  operating  revenues  as  fol- 
lows: 1924.  $44,225;  1925,  $63,029; 
1926,  $62,682,  and  for  the  first  nine 
months  of  1927,  $33,064. 

The  company  has  been  in  receivership 
since  Oct.  19,  1925. 

The  present  fare  increase  is  the  first 
since  Jan.  10,  1921. 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


919 


Recent  Bus  Developments 


-""<^^ 


For  the  Good  of  the  Majority 

City  manager  of  Cincinnati  lays  down  some 

transportation  essentials  for  benefit 

of  private  car  operators 

THAT  streets  should  be  used  under 
a  plan  best  serving  the  people  as  a 
whole  was  the  view  held  by  Col.  C.  O. 
Sherrill,  city  manager  of  Cincinnati, 
Ohio,  in  his  answer  to  a  protest  filed 
with  the  city  against  the  proposed  use 
by  the  Cincinnati  Street  Railway  motor 
coaches  of  a  recently  completed  section 
of  Central  Parkway. 

The  railway  had  applied  for  permis- 
sion to  use  this  boulevard  for  its  West- 
wood  motor  coach  route  on  the  ground 
that  by  running  over  this  street  the  line 
would  have  a  more  direct  route  to  the 
business  section. 

Citizens  Have  Equal  Rights 

A  citizen  sent  a  letter  to  the  City 
Council  asking  that  this  privilege  be 
refused.  No  action  has  been  taken,  but 
Colonel  Sherrill  in  his  answer  to  this 
protest  discussed  the  prior  rights  of 
mass  transportation  when  considered  in 
connection  with  the  rights  of  the  driver 
of  a  private  car.    He  said  in  part : 

Every  citizen  in  the  bus  has  an  equal 
right  with  every  other  citizen  to  purchase 
and  drive  his  own  automobile  for  his  own 
personal  convenience,  if  he  so  desires.  The 
average  number  of  persons  per  private 
automobile  is  less  than  two.  It  thus  takes 
500  automobiles  to  carry  1,000  persons. 
These  automobiles  are  capable  of  carrying 
more  persons  and  if  something  could  be 
done  to  collect  the  1,000  persons  in  250 
machines,  the  congestion  would  be  mate- 
rially reduced  in  proportion  to  the  citizens 
served. 

Public  transportation  offers  a  means  of 
assembling  a  larger  number  of  persons  into 
one  vehicle.  There  can  be  no  question  but 
that  if  buses  and  street  cars  were  stopped 
today  the  vehicular  congestion  on  the 
streets  would  be  enormous  tomorrow.  One 
of  the  surest  means  of  reducing  congestion 
is  so  to  improve  collective  and  public  trans- 
portation that  for  ordinary  business  trips 
to  and  from  the  congested  area  persons  will 
leave  their  automobiles  at  home  and  ride 
the  public  conveyances.  It  is  a  miscon- 
ception to  feel  that  buses  add  to  the  con- 
gestion, and  such  misconception  is  based 
upon  a  viewpoint  of  individual  desires,  and 
not  upon  a  viewpoint  of  the  problem  of 
transporting  thousands  of  citizens. 

It  is  doubtful  if  buses  are  a  controlling 
factor  in  the  rate  at  which  traffic  moves  on 
our  wider  streets.  But  even  here  the  prob- 
lem is  not  the  speed  in  miles  per  hour 
which  an  individual  car  may  or  may  not 
be  able  to  make  for  the  convenience  of 
some  individual  person,  but  the  real  meas- 
ure of  the  rate  of  traffic  movement  is  the 
length  of  time  that  it  takes  to  move  a 
thousand  persons  in  or  out  of  the  city. 

In  the  morning  and  evening  rush  hours 
there  are  thousands  of  citizens  desiring 
transportation,  and  that  method  which  can 
transport  these  citizens  (all  with  equal 
rights)  to  their  destination  in  the  least 
time  is  better  service  to  the  city  as  a  whole 
than  is  that  method  which  might  possibly 
allow  one  individual,  concerned  with  run- 


ning his  own  private  car,  to  gain  a  minute 
or  two  of  time. 

In  analyzing  a  problem  of  this  kind  it  is 
important  to  look  inside  of  the  bus  and  see 
and  recognize  that  it  is  carrying  citizens, 
each  one  of  whom  has  a  right  to  considera- 
tion in  the  problems  with  which  the  city  is 
confronted,  and  each  one  of  whom  has  an 
equal  right  to  have  the  vehicle  on  which  he 
is  riding  occupy  at  least  the  same  space  and 
time  that  is  occupied  by  a  vehicle  in  which 
a  single  citizen  is  riding,  even  though  that 
single  citizen  may  own  the  vehicle.  In  the 
interests  of  the  development  of  Cincinnati 
all  streets  should  be  used  under  those  regu- 
lations which  will  best  serve  the  people  as 
a  whole. 

I  am  not  at  all  convinced,  as  yet,  that 
there  is  any  benefit  to  citizens  in  buses 
using  Central  Parkway.  But  if  it  can  be 
shown  that  those  citizens  can  be  better 
served  by  such  a  routing,  then  certainly 
they  are  entitled  to  consideration;  and  if  it 
can  further  be  shown  that  the  very  best 
possible  transportation  will  persuade  people 
to  utilize  collective  agencies  of  transporta- 
tion, then  we  have  not  only  reduced  con- 
gestion, but  we  have  increased  the  capacity 
of  the  street  and  have  increased  the  rate  at 
which  traffic,  measured  in  thousands  of 
persons  per  hour,  can  be  handled. 


Bronx  Buses  Begin  Business 

Legal  bus  operation  under  a  fran- 
chise granted  by  the  Board  of  Estimate 
of  New  York  City  and  a  certificate  of 
convenience  and  necessity  granted  by 
the  Transit  Commission  was  begun  in 
the  Bronx  on  Nov.  1  by  the  Surface 
Transportation  Corporation,  a  subsid- 
iary of  the  Third  Avenue  Railway. 
Operation  of  six  Bronx  routes  with  a 
type  of  bus  approved  by  the  Board  of 
Transportation  was  authorized  on  Oct. 
31  by  the  passage  of  a  resolution  by  the 
Board  of  Estimate.  The  effect  of  the 
resolution  was  to  give  an  experimental 
period  of  120  days  for  the  use  of  a 
particular  type  of  bus.  Except  for  a  few 
comparatively  unimportant  bus  lines, 
mostly  on  the  outskirts  of  the  city,  and 
the  routes  operated  by  the  Fifth  Avenue 
Coach  Company,  this  is  the  first  legal- 
ized bus  operation  for  half  a  dozen  years, 
the  so-called  emergency  lines  supervised 
by  the  Department  of  Plant  and  Struc- 
tures being  without  legal  warrant. 


Bus  Lines  Not  Warranted  in 
California  by  Revenues   Derived 

The  Key  System  Transit  Company, 
Oakland,  Cal.,  has  applied  to  the  Cali- 
fornia Railroad  Commission  for  author- 
ity to  abandon  bus  service  between  a 
terminus  at  Santa  Clara  Avenue  and 
High  Street  in  Alameda  and  a  terminus 
at  Ygnacio  Avenue  and  High  Street  in 
Oakland,  as  not  being  warranted  by  the 
revenues  derived.  It  is  stated  that  the 
total  revenue  from  this  line  from  July 
10,  1924,  to  June  1,  1927,  was  $6,958 
and  that  the  cost  of  operation  was  in 
excess  of  $41,000. 


Taxis  in  Atlantic  City  Go  to 
Mitten  Management 

Mitten  Management,  Inc.,  has  taken 
over  the  operation  of  the  Yellow  Cab 
Company,  Atlantic  City,  operating  118 
cabs.  Ownership  of  the  Atlantic  City 
company  is  vested  in  the  People's 
Rapid  Transit  Company,  intercity  bus 
operator  of  Mitten  Tours,  a  subsidiary 
of  the  Philadelphia  Rapid  Transit  Com- 
pany. 

J.  T.  Smith,  former  assistant  gen- 
eral manager  of  the  Yellow  Car  Com- 
pany, Philadelphia,  is  the  newly 
appointed  Yellow  Cab  manager  in 
Atlantic  City. 


Selling  Service  in  New  Jersey 

More  than  mere  operators  are  the 
Public  Service  men  who  run  the  trolleys 
and  buses.  They  are  salesmen  in  a 
"highly  competitive  business"  requiring 
for  its  success  "the  finest  kind  of  selling 
ability."  And,  to  get  across  their  prod- 
uct, in  competition  with  500,000  auto- 
mobiles, they  must  drive  safely,  be 
courteous,  maintain  schedules  and  give 
proper  attention  to  passengers'  conven- 
ience. 

This  is  the  thought  in  the  latest  execu- 
tive bulletin.  No.  64,  issued  on  Nov.  1 
by  Matthew  R.  Boylan,  vice-president 
of  the  Public  Service  Railway  and  the 
Transportation  Companies  to  his  sales- 
men-operators. 

The  operators  are  informed  they  must 
be  on  their  toes  every  minute  of  their 
working  time,  because  "good  service  is 
what  sells  local  transportation." 

"Every  time  you  make  a  friend  for 
your  company  you  are  selling  transpor- 
tation," Mr.  Boylan  tells  them.  "Every 
time  you  miss  or  run  by  a  possible  pas- 
senger, you  neglect  an  opportunity  to 
sell  transportation." 


Plea  by  Texas  Line  for 
Fare  Increases 

Application  has  been  filed  with  the 
Texas  Railroad  Commission  by  the 
Texas  Motor  Coaches  for  permission  to 
increase  bus  fares  between  Dallas  and 
Fort  Worth  to  3^  cents  a  mile.  This 
would  make  the  proposed  fare  $1.10, 
compared  with  50  cents  now  charged. 
The  fare  by  interurban  between  the 
cities  is  90  cents. 

In  its  application  the  coach  carrier 
represents  that  lines  are  being  run  at 
a  loss  under  the  fare  of  50  cents,  put 
in  effect  during  a  rate  war  among  the 
several  companies.  It  is  further  rep- 
resented that  experience  has  shown  that 
service  cannot  be  given  on  bus  lines 
in  Texas  with  a  fare  less  than  3i 
cents  a  mile.  The  case  will  be  heard 
on  Nov.  12. 

The  Texas  Motor  Coaches  is  the 
company  recently  organized  under  spon- 
sorship of  the  Northern  Texas  Traction 
Company  to  control  the  operation  of 
bus  lines  between  these  two  cities  pur- 
chased by  the  Stone  &  Webster  in- 
terests. 


920 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


I      Financial  and  Corporate 


Final  Transfer  of  St.  Louis 
Property  Ahead 

Arrangements  were  made  recently  to 
pay  approximately  $890,000  into  the 
treasury  of  the  St.  Louis  Public  Service 
Company  by  Nov.  8  as  the  final  install- 
ment on  the  common  stock  of  the  com- 
pany. Within  another  30  days  the  trans- 
fer of  the  properties  of  the  United 
Railways  to  the  new  company  will  prob- 
ably be  made  by  Receiver  Rolla  Wells. 
When  the  final  payment  is  made  on  its 
common  stock  the  company  will  have  re- 
ceived $3,076,812  from  that  source.  This 
stock  went  to  holders  of  United  Railways 
preferred  stock  who  exercised  their  op- 
tion to  purchase  common  stock  in  the 
new  company  under  the  reorganization 
plan.  The  new  company  will  obtain 
$4,295,562  through  the  sale  of  common 
stock. 

The  St.  Louis  Public  Service  Com- 
pany purchased  the  railway  properties 
at  foreclosure  sale  several  weeks  ago. 
The  purchase  has  since  been  approved 
by  the  Missouri  Public  Service  Com- 
mission. 

Several  important  matters  must  be 
settled  before  the  final  transfer  of  the 
properties  takes  place.  These  include 
the  election  of  permanent  officers  for  the 
new  company  and  the  determination  of 
its  fixed  policies.  It  is  generally  be- 
lieved that  Sam  W.  Greenland  will  be 
made  operative  executive  for  the  new 
company.  He  has  been  identified  with 
the  work  of  the  reorganization  com- 
mittee for  several  years  and  formerly 
was  connected  with  the  Indiana  Service 
Corporation  at  Fort  Wayne, 


erty    or    business    of    another    concern. 

Mr.  Gilliom  took  the  position  that  the 
commission  did  not  have  legal  authority 
to  approve  such  transactions.  On  the 
other  hand  the  commissioners  said  they 
must  obey  the  court's  order  under  fear 
of  being  in  contempt  of  court. 

In  its  ruling  the  commission  held  that 
the  financing  plan  under  which  the  rail- 
way proposed  to  issue  $500,000  of  8  per 
cent  notes  for  the  purchase  of  capital 
stock  in  the  bus  company  was  unsound 
because  of  the  high  interest  rate  and 
expressed  the  opinion  that  the  bus  enter- 
prise would  suffer  if  it  came  under  con- 
trol of  the  railway. 

The  law  under  which  it  is  possible  to 
appeal  from  the  commissioner's  finding 
has  been  held  unconstitutional  by  the 
Attorney-General  but  no  party  adverse 
to  the  revised  method  of  procedure  ap- 
peared in  the  appeal  hearing  to  raise 
such  a  question. 


Sale  of  Boston  8C  Worcester  Road 
Under  Foreclosure  Approved 

Judge  Sanderson  of  the  Massachusetts 
Supreme  Court  has  affirmed  the  sale  of 
the  Boston  &  Worcester  Street  Rail- 
way to  Henry  S.  Rising,  on  the  terms 
previously  reported  in  the  Electric 
Railway  Journal.  The  Massachusetts 
Department  of  Public  Utilities  has 
authorized  Mr.  Rising  and  fifteen  as- 
sociates to  organize  and  finance  the  new 
corporation  which  will  operate  this 
property  under  the  name  of  Boston, 
Worcester  &  New  York  Street  Rail- 
way. One  reason  for  adopting  a  new 
name  is  that  the  inclusion  of  the  name 
New  York  gives  the  company  a  wider 
business  prospect,  inducing  a  line  of 
travel  not  suggested  by  the  old  name. 

The  Department  of  Public  Utilities 
finds  that  a  total  capital  of  $3,034,000 
does  not  exceed  the  cost  of  replacement 
of  the  property,  or  a  fair  value,  and 
therefore  approves  a  capital  stock  issue 
of  $2,028,000.  This  is  the  amount  of 
stock  the  new  corporation  asked  for, 
with  an  understanding  that  it  may  issue 
bonds  for  $1,008,000. 


Indianapolis  Decision  Still 

Under  Fire  ' 

The  established  rule  of  the  Indiana 
Public  Service  Commission,  which  in 
the  past  has  been  that  the  statutes  of 
the  state  do  not  permit  one  utility  to 
issue  securities  for  the  purpose  of  buy- 
ing stock  in  another,  apparently  will 
have  to  be  violated  when  the  commis- 
sion completes  the  order  by  which  it 
was  instructed  in  the  Circuit  Court  to 
approve  the  $500,000  note  issue  for  the 
Indianapolis  Street  Railway  to  use  in 
the  purchase  of  capital  stock  of  the  Peo- 
ples Motor  Coach  Company. 

Late  in  1926  Arthur  L.  Gilliom,  At- 
torney-General of  Indiana,  pointed  out 
that  there  were  only  two  ways  by  which 
change  of  ownership  of  going  public 
utilities  could  be  accomplished.  One  of 
these,  he  said,  was  under  the  statute 
which  authorized  consolidations  and 
mergers  with  approval  of  the  commis- 
sion, provided  the  combined  capital 
stock  of  the  companies  merged  was  not 
of  greater  proportion  than  the  stock  of 
the  individual  companies.  The  other 
method,  he  said,  was  for  one  utility  to 
buy  outright  the  used  and  useful  prop- 


16  Per  Cent  More  Revenue  from 
Higher  Fares  in  Melbourne 

Deficit  in  Australian  City  changed  to  surplus  in  year  ended  June  30, 

1927.    Operating  ratio  down  to  70.92  per  cent.    Interesting 

comparable  statement  of  earnings 

Receipts  from  passenger  fares  totaled 
£2,487,573,  compared  with  £2,142,234  for 
the  preceding  year,  an  increase  of  £345,- 
339,  or  16  per  cent.  This  increase  is 
due  mainly  to  the  revision  of  fares  which 
took  place  on  May  1,  1926,  and  to  the 
additional  revenue  earned  upon  new 
tramway  extensions  and  from  the  con- 
version of  the  Toorak  and  Chapel  Street 
tramways  to  electric  operation. 

It  is  estimated  that  the  revision  of 
fares  produced  increased  revenue  to  the 
extent  of  approximately  £300,000  per 
annum. 

The  total  operating  expenses  were 
£1,777,107,  compared  with  £1,775,568  for 
the  previous  year,  showing  an  increase 
of  £1,539.    The  average  total  operating 


THE  Melbourne  and  Metropolitan 
Tramways  Board  has  summarized 
its  operations  for  the  year  ended  June 
30,  1927.  The  capital  cost  of  the  under- 
taking at  June  30,  1927,  was  as  follows : 


Cable  tramways £1,865,452 

Electric  tramways 5,029, 1 39 

Motor  omnibiues 1 19,472 

£7,014.073 


During  the  year  the  board's  expendi- 
ture upon  the  construction  and  recon- 
struction of  tramways,  conversion  of 
cable  tramways  to  electric  traction,  erec- 
tion of  buildings,  construction  of  rolling 
stock,  purchase  of  lands,  and  substation 
equipment,  etc..  amounted  to  £958,216. 


CONDENSED  STATEMENT  OF  INCOME  AT  MELBOURNE 

Year  to  Year  to 

June  30,  1926  June  30.  1927 

£2,142,234     Trafficrevenue £2.487,573 

1 0,694     Advertisementa,  rents,  etc '  8,282 

£2,152,928     Total  revenue  £2.505,855 

1,775,568     Less  operating  expenses 1,777,107 

£    377,360        Gross  surplus ll^-lii 

248,921     Less  interest  and  other  charges 299,359 

£    1 28,439    Available  for  appropriation £429,389 

Appropriations 

£  1 04,393     Payments  to  State  consolidated  revenue £  1 08,453 

42,674     Transfer  to  loan  redemption  accounts 49,809 

3,699     Transfers  to  loan  sinking  funds 4,199 

Transfer  to  renewals  reserve  fund 1  58,000 

218,650    Transfer  to  general  reserve  fund 100.000 

1,500     Transfer  to  fire  insurance  reserve 7,000 

370,916  ^27,461 

£    242,477     Deficit— Transferred  from  general  reserve  fund.  Surplus  £1,928 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


921 


MILEAGE  OF   TRAMWAY   AT   MELBOURNE 

Route-miles 

Cable 33.675 

Electric 102.  142 

135.817 
(Single-track,  miles  256.848) 
Traflfic  Receipts; 

Cable £1,004,794 

Electric 1,419,376 

Bus 63,403         £2,487,573 

Traffic  Receipts  per  Car-Mile              d.  Cents 

Cable 24.56  (49.  1) 

Electric 25.  45  (50.  9) 

Bus 14.78  (29.6) 

Mileage  Run: 

Cable 9,817,468 

Electric 13,387.869 

Bus 1,029,796  24,235,133 

Average  Speed  Per  Hour  Including  Stops; 

Cable 9. 41  miles 

Electric 1 1 .  09  miles 

Bus 9.91  miles 

Passengers  Carried: 

Cable 99,978,416 

Electric 118,858,967 

Bub 5,374,484        224,211,867 

Number  of  Tramcars; 

Cable  dummies 407 

Cable  trailers 387 

Electric  cars 438 

Number  of  employees. .  5,955 


expenses  per  vehicle-mile,  including 
power  cost,  was  17.599  d.  (35.2  cents) 
as  against  17.392  d.  (34.8  cents)  for  the 
previous  year,  while  the  proportion  of 
operating  expenses  to  total  revenue  is 
70.92  per  cent  as  against  82.47  per  cent 
last  year. 

Deducting  the  total  operating  ex- 
penses from  the  income  a  gross  profit  of 
£728,748  is  shown,  made  up  as  follows  : 


Cable  tramways £3 1 0, 1 97 

Electric  tramways 465,457 

775,654 
IjCss  operating  loss  on  buses 46,906 

Gross  profit  on  operation £728,748 


The  statement  on  page  920  shows  in 
condensed  form  the  income  and  expendi- 
ture and  the  appropriation  of  the  gross 
surplus  on  operation  for  the  year  under 
review  compared  with  that  of  the  pre- 
vious year. 

Since  the  inception  of  the  board  a 
total  of  £744,310  has  thus  been  paid  to 
the  state  government  consolidated  rev- 
enue. This  sum,  applied  as  it  has  been 
to  non-tramway  purposes,  more  than 
counterbalances  the  total  deficit  of  pre- 
vious years,  amounting  to  £600,187. 


The  board's  total  indebtedness  in  respect 

of  loans  June  30,  1927,  was £4,677,939 

Deduct   loan   sinking   funds  invested   in 

government  securities 68,802 

£4,609,137 

The  reserve  funds  were  as  under; 

Renewals  reserve  account £  57, 104 

General  reserve  account 100,262 

Public  risk  reserve  account 20.852 

Fire  insurance  reserve  account 39,270 

Loan  redemption  accounts 200, 160 

Guarantee  fund 7,783 

£  425,431 


With  the  exception  of  the  guarantee 
fund,  all  the  above  reserves  are  invested 
in  the  board's  undertaking. 

The  payments  to  the  consolidated  rev- 
enue of  the  State  of  Victoria  under  Sec- 


tion 88  of  the  act  in  respect  of  the 
Metropolitan  Fire  Brigades  Board, 
Queen's  Memorial  Infectious  Diseases 
Hospital  and  the  Publicans'  Licensing 
Equivalent  were  the  highest  since  the 
inception  of  the  board,  totaling  £108,453, 
as  compared  with  the  sum  of  £70,000, 
the  estimated  annual  contribution  at  the 
time  of  the  passing  of  the  board's  prin- 
cipal act. 

The  224,211,867  passengers  carried 
last  year  compared  with  234,064,148  for 
the  previous  year,  an  apparent  decrease 
of  4.2  per  cent.  This  decrease  is,  how- 
ever, due  in  part  to  the  loss  of  one-zone 
riders  and  partly  to  the  increase  of 
through  services  following  cable  elec- 
trification, whereby  counting  the  same 
rider  twice  has  been  eliminated. 


Commission  Allows  B.-M.T.  Issue 

To  enable  the  company  to  pay  for 
new  cars  and  other  equipment,  the 
Transit  Commission  has  authorized  an 
issue  by  the  New  York  Rapid  Transit 
Corporation,  affiliated  with  the  Brook- 
Ivn-Manhattan  Tra  isit  Corporation,  of  a 
bond  issue  of  $17,000,000  to  be  sold  at 
not  less  than  94.  The  bonds  will  be  is- 
sued under  the  New  York  Rapid  Tran- 
sit Corporation's  refunding  mortgage 
and  will  be  known  as  refunding  mort- 
gage 6  per  cent  sinking  fund  bonds, 
series  B,  to  be  dated  July  1,  1927,  and 
to  mature  July  1,  1968.  The  bonds  are 
to  be  redeemable  in  whole  or  in  part 
on  any  interest  payment  date  at  105. 


Better  Report  by  Schenectady 
Property 

The  net  corporate  loss  of  the  Schenec- 
tady Railway,  .Schenectady,  N.  Y.,  for 
the  quarter  ended  Sept.  30  was  cut  down 
nearly  $100,000  when  compared  with 
the  corresponding  quarter  of  1926,  ac- 
cording to  the  report  filed  with  the  Pub- 
lic Service  Commission.  A  decrease  of 
$23,000  in  operating  revenue  was  more 
than  offset  by  a  decrease  of  $126,000  in 
operating  expenses. 

The  comparative  figures  of  earnings 
of  the  company  for  the  third  quarter  of 
the  two  years  follow : 


1926  1927 

$407,326     $384,296 

456,484        330,206 


Operating   revenues 
Operating  expenses 

$49,159*      $54,090 
Net  corporate  loss  after 
deducting     taxes     as- 
signable    to     railway 
operations,    fixed 

charges,    etc $131,120     $  36,686 

•Loss. 


Decline  in  Traffic 
in  Baltimore 

For  the  first  eight  months  of  192f  the 
United  Railways  &  Electric  Company, 
Baltimore,  Md.,  carried  145,256,760  pas- 
sengers, against  148,870,529  passengers 
for  a  similar  period  of  1926.  During 
the  first  six  months  111,351,246  pas- 
sengers were  carried,  against  113,715,- 
254  for  the  first  six  months  of  the  year 
previous. 


^2,000,000  Omaha  Bond 
Issue  Offered 

Ames,  Emerich  &  Company,  Inc., 
Chicago  and  New  York,  offered  for  sub- 
scription on  Nov.  7  $2,000,000  of  Omaha 
&  Council  Bluffs  Railway  &  Bridge 
Company  first  mortgage  6  per  cent  sink- 
ing fund  gold  bonds  due  Oct.  1,  1947. 
The  offering  price  was  100  and  accrued 
interest  to  yield  6  per  cent. 

The  bonds  are  secured,  as  just  indi- 
cated, by  a  first  closed  mortgage  on  all 
the  fixed  properties  of  the  bridge  com- 
pany, valued  in  recent  appraisals  at  a 
net  sound  value  of  $5,482,477.  The 
present  bond  issue  in  effect  represents 
a  75  per  cent  loan  against  the  bridge 
alone  and  a  37  per  cent  loan  against  the 
value  of  the  bridge  and  the  railway  sys- 
tem. The  bankers  pointed  out  that  the 
attractiveness  of  the  issue  was  further 
enhanced  by  provisions  of  a  sinking 
fund  which  will  operate  to  retire  more 
than  half  the  issue  before  maturity. 

The  Omaha  &  Council  Bluffs  Rail- 
way &  Bridge  Company  owns  a  toll 
bridge  across  the  Missouri  River,  link- 
ing Omaha  and  Council  Bluffs.  This 
is  the  only  bridge  between  the  two  cen- 
ters of  population,  and  across  it  flows 
a  steady  stream  of  pedestrians,  vehicular 
and  rail  traffic.  Forming  an  indispens- 
able medium  of  communication  and  con- 
nection, the  bridge  has  become  a  per- 
manent factor  in  the  economic  life  of  the 
two  cities. 

Average  annual  net  earnings  of  the 
bridge  property  from  toll  receipts,  after 
depreciation,  for  the  last  five  years  were 
$327,845.  as  compared  with  annual  in- 
terest requirements  on  this  issue  of 
$120,000.  Net  earnings  in  1926  were 
equal  to  more  than  3.19  times  annual 
interest  requirements.  For  the  first 
eight  months  of  1927  net  earnings 
showed  a  substantial  increase  over  the 
similar  neriod  last  year  and  were  at  the 
rate  of  3.52  times  interest  charges. 

In  approving  the  Omaha  issue  the 
Nebraska  State  Railway  Commission 
branded  as  subversive  of  all  government 
the  plea  of  Senator  Howell  that  it  write 
its  own  valuation  basis  "until  the  courts 
come  in  agreement."  Mr.  Howell  led  the 
city  into  public  ownership  of  gas  and 
water  plants  and  he  is  now  seeking  to 
force  the  railway  to  sell  the  bridge  to  the 
city  at  a  low  figure  as  part  of  the  price 
of  a  new  railway  franchise.  He  urged 
that  the  original  cost  of  the  bridge, 
which  he  placed  at  $1,500,000,  be  held 
as  its  present  fair  value. 

The  commission  says  it  is  not  con- 
cerned with  the  future  ownership  of 
the  bridge ;  that  the  compa-iy  had  pre- 
sented the  finding  of  a  federal  court 
master  in  chancery  that  it  owns  $4,800,- 
000  of  property;  that  reliable  engineers 
testified  that  its  present  fair  value  is 
$2,673,000,  and  having  demonstrated 
that  a  proper  relationship  exists  be- 
tween stocks  and  bonds,  the  commission 
will  authorize  the  issue.  The  bonds 
are  to  replace  an  outstanding  issue  of  5 
per  cent  bonds.  The  price  set  by  the 
commission  was  not  less  than  93^  per 
cent  of  par. 


922 


ELECTRIC  RAILWAV  JOURNAL 


Vol.70,  No.20 


Receiver  Authorized  to  Issue 
Securities 

Robert  W.  Perkins,  receiver  of  the 
Shore  Line  Electric  Railway,  New  Lon- 
don, Conn.,  has  been  ordered  by  the 
court  to  sell  $50,000  of  the  Groton  & 
Stonington  Traction  Company  6  per 
cent  twenty-year  income  gold  bonds  and 
997  shares  of  stock  of  the  company  at 
a  specified  price  that  will  yield  80  per 
cent  of  the  face  value  of  the  bonds  and 
stock. 


I 


Book  Reviews 


-tv^r 


Decision  Against  Chicago  Rail- 
ways Certificate  Holders 

Efforts  of  participation-certificate 
holders  to  win  a  voice  in  the  conduct  of 
the  affairs  of  the  Chicago  Railways, 
Chicago,  111.,  by  a  petition  filed  in  the 
federal  court,  seeking  to  intervene  in 
the  receivership  proceedings,  have  been 
ruled  out  by  Judge  Wilkerson,  sponsor 
for  the  properties  under  the  receivership. 


^600,000  Bond  Issue  Sought  by 
Gary  Railways 

In  a  petition  filed  on  Nov.  1  with  the 
Indiana  Public  Service  Commission  at 
Indianapolis  the  Gary  Railways  re- 
quested authority  to  issue  and  sell  $600,- 
000  of  6i  per  cent  mortgage  bonds  at  not 
less  than  92  per  cent  of  par.  Receipts 
from  the  sale  of  this  issue,  the  petition 
states,  are  to  be  used  to  reimburse  the 
company's  treasury  for  money  exf)ended 
for  additions  and. betterments  completed 
since  Nov.  1,  1925. 


Scrapping  of  Maryland  Line 

Under  Way 

The  work  of  scrapping  the  Cumber- 
land &  Westernport  Electric  Railway, 
Cumberland,  Md.,  built  in  1901,  extend- 
ing through  the  Georges  Creek  mining 
valley  from  Cumberland  to  Western- 
port,  30  miles,  has  begun.  The  S. 
Snyder  Corporation,  Rochester,  N.  Y., 
has  contracted  with  the  Cumberland  & 
Westernport  Transit  Company  for  the 
removal  of  all  railroad  ties,  trolley  wires 
and  poles  and  the  dismantling  of  the 
power  house  at  Clarysville. 


Increase  in  Revenue  Passengers 

in  Winnipeg 

During  the  eight  months  of  1927  the 
Winnipeg  Electric  Company,  Winnipeg, 
Canada,  carried  2,251,818  more  revenue 
passengers  than  in  the  corrresponding 
eight  months  period  in  1926,  showing 
an  increase  of  6.1  per  cent.  In  report- 
ing on  the  past  quarter  President  Mc- 
Limont  said  that  this  improvement  could 
be  attributed  to  various  factors,  among 
which  were  the  increased  industrial  ac- 
tivity, providing  more  employment  and 
consequently  more  railway  patrons,  and 
the  steady  flow  of  immigrants  and  tour- 
ists going  to  Winnipeg  and  the  West. 


America  Comes  of  Age 

By  Andre  Siegfried.  New  York,  N.  Y. : 
Harcourt,  Brace  &  Company.  358  pages. 
Price,  $3. 

No  more  romantic  role  is  being  played 
in  America  today  than  that  of  laborer 
and  no  more  interesting  tale  of  his  char- 
acter and  viewpoint  than  that  told  by 
Andre  Siegfried,  a  frank  and  fearless 
Frenchman,  who  sees  this  country  now 
at  maturity.  Willing  to  use  machinery, 
the  American  workman  has  a  different 
conception  when  the  situation  calls  for 
the  use  of  his  hands.  He  looks  for  quick 
results  and  quicker  returns.  In  such  re- 
spects does  he  differ  from  the  European 
worker  who  prides  himself  on  the  skill 
and  patience  which  effect  perfection  in 
the  smallest  and  most  inconspicuous 
products.  To  understand  American 
workmen  and  the  present  living  stand- 
ards in  the  United  States  one  must  go 
back  and  see  the  prologue  to  this  great 
American  drama. 

Through  a  continental's  unbiased  and 
unemotional  eyes  we  learn  something  of 
the  efforts  at  amalgamating  100,000,000 
people  in  these  United  States,  their 
origins  and  religions  and  their  ultimate 
assimilation  in  the  great  melting  pot. 
The  youth  and  pioneering  days  of 
America  are  over ;  she  has  entered  upon 
maturity.  This  writer  asks  what  of  her 
economic  status,  her  political  imbroglios, 
her  international  relationships,  her  indi- 
vidual standing;  what  of  her  negro 
problem  and  the  yellow  i)eril ;  what  is 
she  contributing  to  civilization  and  what 
of  her  future?  Herein  is  revealed  a 
comprehensive  and  intimate  study  of  all 
classes,  creeds  and  color  which  make  up 
America — a  survey  which  required  a 
review  of  its  psychological,  economic 
and  political  problems. 

In  discussing  the  spirit  and  methods 
of  American  industry,  the  writer  men- 
tions as  important  points  our  home  mar- 
ket of  120,000,000  people,  making  this 
the  most  protectionist  country  in  the 
world,  and  to  our  area  of  3,000,000 
square  miles,  constituting  the  largest  en- 
tirely free  market  in  the  world.  Mass 
production  is  the  logical  result.  In  our 
organization  and  standardization  of  in- 
dustry he  sees  subtle  influences  at  work 
— scientific  advertising,  the  doctrine  of 
"service,"  efficiency,  waste  elimination 
in  the  smallest  details  of  manufacturing. 
In  the  latter  detail  he  refers  to  the  sig- 
nificant efforts  of  the  Department  of 
Commerce  to  reduce  the  number  of  dif- 
ferent types  produced  by  each  industry 
and  to  concentrate  on  a  limited  numbei 
of  standard  sizes  and  shapes  in  the 
desire  to  terminate  the  chaotic  condition 
that  has  existed.  Investigations  showed 
that  there  were  66  shapes  of  bricks 
which  could  be  reduced  to  seven;  175 
kinds  of  automobile  wheels  which  could 
be  reduced  to  four,  and  287  kinds  of 
tires  reducible  to  32.  Such  simplifica- 
tions were  immediately  adopted. 


But  Mr.  Siegfried,  the  author,  has  done 
more  than  expatiate  on  the  problems 
facing  this  country  now  that  her  days  of 
philandering  are  over.  Gently  he  chides 
us  on  our  goal — merely  successful  careers 
with  little  heed  for  the  "relaxation  of 
meditation  and  culture."  Of  course  he 
sees  wonderful  strides  made  in  mate- 
rialistic fields,  but  he  also  sees  retro- 
gression and  sacrifice  from  the  point  of 
view  of  individual  refinement  and  art. 
"Even  the  humblest  European  sees  in 
art  an  aristocratic  symbol  of  his  own 
personality,  and  modern  America  has 
no  national  art  and  does  not  even  feel 
the  need  of  one." 

Whether  or  not  one  agrees  with  Mr. 
Siegfried,  he  can  admit  the  author's 
straightforwardness  and  see  something 
provocative  in  the  question  he  puts  in 
the  form  of  a  declaration,  "So  th^  dis- 
cussion broadens  until  it  becomes  a  dia- 
logue,  as   it   were,   between   Ford   and 

Ghandi." 

♦ 

Electrical  Directory  of  Australia 
and  New  Zealand,  1927  Edition 

Tait  Publishing  Company,  Pty.,  Ltd., 
Melbourne,  Sydney.  264  pages.  Price 
7s.  6d.  and  oversea  postage  Is. 

Valuable  statistics  on  the  tramway 
operations  in  Melbourne,  Sydney  and 
Kalgoorlie,  Australia,  and  in  Auckland. 
Qiristchurch  and  New  Plymouth,  New 
Zealand,  are  included  in  the  seventh 
edition  of  this  electrical  handbook.  For 
reference  work  it  serves  as  a  complete 
and  comprehensive  document  on  electric 
lighting  and  tramway  undertakings  in 
that  part  of  the  world.  A  new  feature  of 
this  issue,  which  is  larger  than  its  pre- 
decessor, is  in  the  shape  of  maps  show- 
ing certain  supply  areas. 


New  England  Economic  Situation 

Comparison  of  conditions  in  New  Eng- 
land with  other  sections  of  the  nation. 
School  of  Business  Administration,  Har- 
vard University,  Chicago:  A.  W.  Shaw 
Company.    260  pages. 

Nine  papers  prepared  by  the  under- 
graduate students  of  economics  in  the 
School  of  Business  Administration, 
Harvard  University,  are  contained  in 
this  book.  These  studies  discuss  wealth, 
capital  invested  in  railroad  develop- 
ments, influence  of  legislative  regulation 
upon  the  relative  growth  of  national 
banks,  state  banks  and  trust  companies ; 
wage  earner  and  his  saving  deposits; 
the  future  of  the  automobile  industry, 
and  four  New  England  industries — 
cotton,  woolen  and  worsted,  boots  and 
shoes,  and  hosiery  and  knit  goods.  The 
financial,  banking  and  industrial  aspects 
of  New  England  are  therefore  covered 
in  much  detail.  The  studies  include  a 
historical  background  and  provide  ma- 
terial for  comparison  with  conditions 
in  the  rest  of  the  country. 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


923 


Personal  Items 


-m^^ 


f 


E.  J.  Anderson  Heads 
Iowa  Operators 

E.  J.  Anderson,  general  superintend- 
ent of  the  Tri-City  Railway,  Daven- 
port, Iowa,  was  elected  chairman  of  the 
operators'  section  of  the  Iowa  Electric 
Railway  Association  at  the  recent  meet- 
ing of  that  body  in  Davenport.  He  is 
in  charge  of  the  company's  line  in  both 
Illinois  and  Iowa. 

Mr.  Anderson  has  been  connected 
with  the  company  at  Davenport  more 
than  twenty  years.  He  entered  the 
service  there  as  a  conductor.  To  Mr. 
Anderson  other  fields  did  not  look 
greener  than  his  own.  He  was  content 
to  wait  and  work.  His  value  to  his  com- 
pany did  not  long  go  unrecognized,  and 
soon  after  he  entered  the  service  of  the 


E.  J.  Anderson 

company  there  began  for  him  a  series  of 
promotions  through  various  intervening 
ranks  until  his  elevation  some  time  ago 
to  the  post  he  now  occupies. 

His  company  has  been  one  of  the  type 
hardest  hit  under  the  changed  economic 
conditions  since  the  war,  but  Mr.  An- 
derson has  never  faltered  in  his  fealty 
to  the  industry  of  which  he  is  a  part  or 
in  his  faith  in  the  company  by  which 
he  has  been  employed.  The  high  es- 
teem in  which  this  operator  who  has 
risen  from  the  ranks  to  an  executive 
post  is  held  by  his  associates  in  the 
industry  of  which  he  is  a  part  is  at- 
tested by  their  election  of  him  to  the 
post  of  greatest  honor  it  is  within  their 
power  to  confer. 


William  Finn  Promoted 
in  St.  Louis 

William  Finn,  roadmaster  of  the  city 
lines  of  the  United  Railways,  St.  Louis, 
Mo.,  has  been  promoted  to  a  higher 
position,  with  additional  authority,  and 
has  assumed  the  newly  created  title  of 
superintendent  of  roadway.  This  honor 
came  to  Mr.  Finn  on  the  25th  anniver- 
sary of  his  appointment  as  roadmaster 


and  after  a  record  of  42  years  of  service. 
Although  a  commercial  career  was 
planned  for  him,  he  soon  got  enamored 
of  transportation  and  became  connected 
with  the  Old  M  ssouri  Railroad  in  St. 
Louis.  This  con  jany  now  is  one  of  the 
units  of  the  Unit  d  Railways.  After  the 
cable  system  bt  fan  operations  in  St. 
Louis,  Mr.  Finn  for  eleven  years  was 
active  in  the  position  of  track  fore- 
man, in  which  he  handled  important 
construction  projects.  When  all  the 
competing  systems  in  the  city  were 
consolidated,  Mr.  Finn  was  taken  over 
in  the  big  merger. 


New  Quarters  for  B.-M.  T. 

Mechanical  Department 

— Staff  Changes 

The  office  force  for  the  mechanical 
department  of  the  Brooklyn-Manhattan 
Transit  Corporation,  headed  by  William 
G.  Gove,  superintendent  of  equipment, 
moved  into  its  new  office  structure  last 
week.  This  is  one  of  the  large  group 
of  buildings  which  constitute  the  Coney 
Island  repair  shops.  The  enlarged  or- 
ganization required  for  carrying  on  the 
work  at  the  new  shops  made  necessary 
several  new  appointments  and  duties  of 
other  heads  of  departments  were  changed 
in  some  cases.  On  Nov.  4  Mr.  Gove 
announced  the  following  appointments 
and  reappointments: 

Rapid  Transit  Division 

Repair  Shops 

Coney  Island  general  repair  —  T.  F. 
Delaney,  superintendent ;  D.  D.  Owens, 
general  foreman;  S.  Vrendenburg,  general 
foreman. 

Coney  Island  electrical  repair  —  E.  C. 
Parham,  general  foreman. 

East  New  York  and  36th  Street  shops — 
P.  J.  Kenny,  general  foreman. 

Thirty-ninth  Street  (elevated)  — J.  F. 
Doherty,  general  foreman. 

Inspection  Shops 

Coney  Island  office  of  superintendent  of 
rapid  transit — I.  M.  Burns,  superintendent. 

Coney  Island  inspection  (subway) — J.  G. 
Mclntyre,  general  foreman;  J.  A.  Grace; 
assistant  general  foreman;  J.  Connolly, 
night  foreman. 

East  New  York  (subway  and  elevated) 
— C.  I.  Ekerman,  general  foreman ;  J.  C. 
Heiberg,  assistant  general  foreman;  P.  J. 
King,  night  foreman. 

Montrose  Avenue  (subway) — L.  E.  Pfei- 
fer,  foreman. 

36th  Street  (elevated) — M.  J.  Costigan, 
foreman;  A.  Reventlow,  night  foreman. 

Queens  Plaza  (elevated) — G.  J.  Beirlein, 
foreman. 

Surface  Division 

Superintendent  of  surface  line  shops — 
Niles  Persons. 

Repair  Shop 

DeKalb — E.  R.  Pike,  superintendent. 
Inspection  Shops 

Superintendent — George  Siebert. 

Bergen  Street — J.  F.  Schultz,  foreman ; 
.\.  J.  Fisher,  night  foreman. 


Canarsie — J.  C.  Weir,  foreman;  E.  G. 
Weingarten,  night  foreman. 

DeKalb  —  J.  Krieger,  foreman;  J.  H. 
Hayman,  night  foreman. 

East  New  York— W.  F.  White,  fore- 
man; E.  Wetzel,  night  foreman. 

Ninth  Avenue — J.  E.  Myers,  foreman; 
J.  Hanbury,  night  foreman. 

Twenty-third  Street — M.  F.  Hutt,  fore- 
man ;  A.  Scott,  night  foreman. 

Twenty-fourth  Street  garage  shop — C.  L. 
Knight,  foreman;  W.  L.  Swezey,  night 
foreman. 

Supervising  inspector — P.  S.  Scott. 


OBITUARY 


George  Stanton 

George  Stanton,  widely  and  favorably 
known  among  the  officials  and  engineers 
of  both  steam  and  electric  railroads 
throughout  the  country,  died  on  Oct.  20 
in  Cleveland,  Ohio. 

Mr.   Stanton's  association   with  rail- 


George  Stanton 

road  men  began  about  40  years  ago,  when 
he  was  with  the  Grand  Rapids  &  Indiana 
Railway.  He  left  this  company  after 
some  years  of  service  with  it  to  go  into 
sales  work,  which  line  he  followed  for 
more  than  35  years.  He  was  connected 
with  the  U.  S.  Wind  Engine  Company, 
Batavia,  for  a  long  time  and  next  was 
with  the  Q.  &  C.  Company,  Chicago, 
for  nearly  ten  years.  Early  in  1904  he 
went  with  the  Cleveland  Frog  &  Cross- 
ing Company  as  manager  oi  sales,  and 
was  still  serving  in  that  capacity  when 
he  died. 


Jason  C.  Cameron,  connected  at  one 
time  in  an  official  capacity  with  the 
Brooklyn  City  Railroad,  died  at  Ruth- 
erford, N.  J.,  recently.  After  seeing 
service  in  the  Civil  War  he  became 
associated  in  Brooklyn  transit  manage- 
ment, which  occupied  his  attention  for 
30  years.  He  assisted  in  supervising 
the  work  involved  in  the  change  from 
horse  cars  to  electric  power  and  had 
charge  of  the  company  forces  dur- 
ing the  strike  of  1896.  Mr.  Cameron 
later  became  general  manager  of  the 
White  Line  Railway  Company,  operat- 
ing in  Hoboken.  He  retired  in  1910. 
He  was  born  in  Vermont  85  years  ago. 


924 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70.  No.20 


Manufactures  and  the  Markets 


^^^ 


New  ^50,000  Station  for  Busy 

Division  Point  in  Chicago 

Construction  work  on  a  new  $50,000 
elevated  station  on  the  south  side  divi- 
sion at  63d  and  Halsted  Streets,  it  is 
reported,  has  been  launched  by  the 
Chicago  Rapid  Transit  Company.  Chi- 
cago, 111.  The  old  structure  at  this 
point,  one  of  the  busiest  on  the  system, 
it  is  understood  was  not  adequate. 


Similar  in  design  to  the  new  stand- 
ard type  of  station  buildings  of  the 
Rapid  Transit  Lines  the  new  structure 
will  contain  many  improved  facilities 
and  when  completed  about  Dec.  1  it 
will  be  one  of  the  finest  of  the  new 
buildings  erected  by  the  "L"  lines 
in  recent  years.  Two  entrances,  one 
on  Halsted  Street  and  the  other  on 
63d  Street,  will  furnish  added  accessi- 
bility to  patrons. 


The  exterior  of  the  building  is  pleas- 
ingly designed  in  white  terra  cotta  with 
old  English  mission  style  brick  panels. 


Two  Freight  Engines  and  Four 
Cabooses  for  South  Shore  Line 

Two  additional  80-ton  locomotives  for 
main  line, freight  service  were  ordered 
Sept.  26  by  the  Chicago,  South  Shore 
&  South  Bend  Railroad.  The  new  loco- 
motives, which  will  closely  duplicate  the 
first  four  to  be  placed  in  service  on  the 
South  Shore  Line  more  than  a  year  ago, 
will  be  built  by  the  Baldwin  Locomotive 
Works  and  equipped  by  the  W^esting- 


North  Shore  Line  and  C,  A.  &  E .  Car  Order  Wearing  Completion 


■.—  a'-^fOyer—: 


•Life  gfuart/s  ancf  scraper  are 
fo  be  omiffecf  and  pHof 
instal/ed  inp/ace  on  order 
14  S  7 


'it 
vesfibu/e 


Ramp  ll 


ll  Ramp  '•-Treadle 


This pariii ion  on  order 

No.  1457  only  for 

Chicago  Aurora  and  Elgin  R.R. 


Typical  seating  plan  and  elevation  (with  the  exception  of  smoking  compartment)  of  the  nine  cars  ordered  by  the  Chicago,  North 

Shore  &  Milwaukee  Railroad  for  Milwaukee  city  service,  and  one  unit  ordered  by  the  Chicago,  Aurora  &  Elgin 

Railroad  to  be  used  in  interurban  shuttle  service  between  Batavia  Junction  and  Batavia 


Work  on  the  ten  one-man,  two-man, 
double-end  cars  ordered  by  the  Chicago, 
North  Shore  &  Milwaukee  Railroad, 
Chicago,  III.,  specifications  for  which 
were  published  in  the  Journal  for  July 
16.  was  rapidly  nearing  completion  in  Oc- 
tober. The  order  was  placed  with  the  St. 
Louis  Car  Company,  St.  Louis,  Mo.  Re- 
cent advices  were  to  the  effect  that  nine 
ot  the  units  would  be  placed  in  city  serv- 
ice in  Milwaukee,  Wis.,  and  that  the  other 
unit  of  interurban  type  was  ordered  by 
the  Chicago,  Aurora  &  Elgin  Railroad, 
Aurora,  III.,  and  will  be  used  in  shuttle 
service  between  Batavia  Junction  and 
Batavia.  This  unit  varies  in  specifica- 
tions from  the  other  nine  cars  as  fol- 
lows :  The  interior  trim  is  of  dark  brown 
walnut,  motor  equipment  is  40  hp.  in- 
stead of  35,  and  there  has  been  provided 
a  20-ft.  smoking  compartment.  The 
accompanying  plan  is  typical  of  the  ten 
units  with  the  exception  of  the  partition 
which  divides  the  smoking  section.  Each 
unit  will  have  an  over-all  length  of  51 
ft.  As  previously  announced,  two  cars 
will  have  Timken  roller  bearings. 


In  its  issue  of  Oct.  i5  the  Journal 
inadvertently  published  what  was 
thought  to  be  a  duplication  of  this  order. 

Following  are  revised  specifications 
covering  the  ten  units  with  the  excep- 
tion noted  above: 

•Name  of  railway .  .  Chicago,  N  jrth  Shore  &  Milwaukee 
x<aiIroad  and  Cnicago,  .\iirora  &  Elgin  Railroad 

City  and  state Chicago,  111.,  and  Aurora,  TU. 

Number  of  units Ten 

Type  of  unit Nine  one-man,  two-man,  motor, 

paasenffer,  city,  double-end,  double-truck, 
and  one  interurban  type 

Number  of  seats 56 

Builder  of  car  body St,  Louis  Car  Company 

Date  of  order Aug,  5 

Date  of  delivery Nov,  I 

Weigut,  total,  approximately 40,000  lb. 

Bolster  centers 28  ft,  0  in, 

I,*ngth  over  all 51  ft,  0  in. 

Length  over  body  posts 37  ft,  6  in. 

Truck  wheelbase 5  ft,  4  in. 

Width  over  all 8  ft.  4}  in. 

Height,  rail  to  trolley  base 1 1  ft.  6i  in. 

Window  post  spacing 32in, 

Body Steel  and  wood 

Hoof Arch 

Air  Bra.ce8. ,  Westinghouse  Traction  Brake  Company 

Armature  bearings Plain 

Axles 3i  X  6  in. 

Car  signal  system Faraday  high  voltage 

Compressors Westingnouse  DH- 1 6 

Conduit Metal 

Control General  Electric  K-35  with  line  breaker 

Curtain  fixtures. , . ,  National  Lock  Washer  Company 
Curtain  material Pantasote 


Destination  signs Hunter 

Door  mechanism National  Pneumatic 

Doors End,  folding,  with  treadle  control 

Euergy  saving  device Economy  meter 

Fare  boxes Johnson  Coin  Box  Company 

Finish Duco 

Gears  and  pinions, , , ,  General  Electric,  grade  M  spur 

Glass Plate 

Hand  brakes North  Shore 

Hand  straps Kico 

Heat  insulating  matenal Cork 

Heaters Railway  Utility  Company 

Headlights Golden  Glow  SM-95 

Headhning Haskelite,  cream 

Interior  trim Nine  light  mahogany  and  one 

dark  brown  walnut 

Journal  bearings Eight  cars  plain,  two  cars 

Timken  roller 

Journal  boxes St,  Louis  3}  s  6  in. 

Lamp  fixtures Adams  &  We.stlake 

Motors Four  General  Electric,  inside  hung,  No. 

265-A,  35-hp„  and  No.  265-A,  40-hp. 

Painting  scheme Orange  and  maroon 

Registers Tuttle  &  Bailey 

Roof  material Canvas  and  wood 

Safety  car  devices National  Pneumatic  Company 

Sash  fixtures O.  M,  Edwards 

Seats Hale-Kilbum  No.  300 

Seat  spacing 32  in. 

Seating  material. ,  L,  C,  Chase,  grade  C  mohair  plush 

Side  bearings Stucki 

Slack  adjusters Turnbuckle 

Steps Folding 

Trolley  catchers Knutson  No,  5 

Trolley  base U.  S,  20-C 

Trolley  wheels More-Jones 

Trucks St.  Louis  Car  Co,  EIB-64 

Ventilators Railway  Utility  Company 

Wneele,  type Rolled  steel,  26  i^ 

Wheelguards H-B  Ufe  guar^j 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


925 


house  Electric  &  Manufacturing  Com- 
panv.  Tliev  will  have  a  capacity  of 
1,280  hp.  and  cost  about  $56,000  each. 

With  the  delivery  of  the  new  loco- 
motives, about  March  1  of  next  year, 
the  freight  motive  power  equipment  of 
the  South  Shore  Line  will  be  increased 
to  eight  units.  The  last  addition  to 
engine  equipment  was  made  about  six 
months  ago,  when  two  53-ton  Baldwin- 
Westinghouse  locomotives  were  placed 
in  switching  service. 

Commenting  on  the  company's  recent 
order,  Charles  H.  Jones,  general  man- 


ager of  the  South  Shore  Line,  said  re- 
cently : 

Maintenance  of  our  fast  schedule  and 
overnight  delivery  service  between  Chicago 
and  South  Bend,  coupled  with  the  rapidly 
growing  carload  business  from  all  parts  of 
the  United  States,  makes  this  addition  to 
our  motive  power  equipment  imperative. 

Coincident  with  the  ordering  of  the 
new  locomotives,  the  railroad  placed 
orders  with  the  American  Car  &  Foun- 
dry Company  for  four  new  cabooses. 
They  will  be  placed  in  service  as  soon 
as  delivered  by  the  manufacturer. 


Two  Officials  of  White  Motor 
Company  Resign 

The  directors  of  the  White  Motor 
Company  at  their  meeting  Nov.  4  voted 
a  dividend  of  50  cents  per  share  instead 
of  $1  per  share  as  heretofore.  The  pres- 
ent declaration  is  at  the  rate  of  4  per 
cent  per  annum.  The  dividend  is  pay- 
able Dec.  31  to  stockholders  of  record 
Dec.  15. 

Windsor  T.  White,  chairman  of  the 
board,  and  Thomas  H.  White,  vice- 
president,  desired  to  be  relieved  of  their 


Hamilton  (Ont.)  Units  Scheduled  for  Delivery  on  May  1 


Conductors  seat- 


Drop- 
sash 


Drop 
.sash 


^Dest. 
sign 
overhead 


k         -5^-4"     H 
wheelbase 


-^- 


General  seating  plan  and  elevation  of  twelve  units  ordered  by  the   Hamilton  Street  Railway, 
Hamilton,  Ont.,  from  the  National  Steel  Car  Corporation,  Ltd. 


Specifications  have  recently  been  re- 
leased for  twelve  one-man,  two-man, 
passenger,  city-type,  single-end,  double- 
truck  cars  which  were  ordered  in  July 
by  the  Hamilton  Street  Railway,  Hamil- 
ton, Ont.,  from  the  National  Steel  Car 
Corporation.  Ltd.,  of  that  city.  Mention 
of  this  order  was  made  in  the  Journal 
for  Aug.  27,  the  first  advices  being  that 
twenty  cars  had  been  ordered. 

The  units  will  have  an  over-all  length 
of  40  ft.  11  in.  and  are  designed  to  seat 
53  passengers,  five  of  whom  can  be  ac- 
commodated in  the  gunboat  rear  end  of 
the  unit.  The  body  framing  will  be  of 
steel  and  wood  with  Plymetl  girder 
plates,  aluminum  letter  plate,  stanchions 
and  fittings.  Haskelite  headlining  has 
been  specified,  as  have  Westinghouse 
No.  510  A-F  inside-hung  type  L  motors. 
Each  unit  will  weigh  37,000  lb.  Spe- 
cial devices  are  Meissner  No.  267 
Sanders,  automatic  tail  lights  (red  and 
green),  and  rear  treadle  exit  doors.  The 
interior  trim  will  be  of  birch  stained 
mahogany.  May  1,  1928,  has  been  set 
as  the  date  of  delivery.     The  cars  are 


very  similar  to  those  recently  ordered  by 
the  Montreal  Tramways.  Following  are 
specifications  released  by  O.  H.  Ander- 
son, chief  mechanical  engineer  the 
National  Steel  Car  Corporation,  Ltd. : 

Name  of  railway Hamiltnn  Street  Railway 

City  and  state Hamilton,  Ont.,  Canada 

Number  of  units 12 

Type  of  unit,  .One-man,  two-man,  motor,  passenger, 
city,  single  end,  doable  truck 

Number  of  seats 53 

Builder  of  car  body,  National  Steel  Car  Corporation, 

Limited 

City  and  state Hamilton,  Ontario 

Date   of    order July    29,    1927 

Date  of  delivery May  1,   1928 

Weights: 

Car  body 24,300  lb. 

Trucks 12,700  lb. 

Total 37,000  lb. 

Bolster  centers 1 8  ft.     2    in. 

Length  over  all 40  ft.  1 1 

Length  over  body  posts 39  ft. 

Truck  wheelbase 5  ft. 

Width  over  all 8  ft 

Height,  rail  to  trolley  base 10  ft. 

Window  post  spacing 2?  in. 

Body .Semi-steel 

Roof 


II  in. 
4  in. 
31  in. 
9}  in. 


Air  brakes. 


•  Arch 


Westinghouse  single  end  safety  control, 
with  variable  load  device  roller 

Armature  bearings Roller 

Aries O.H.S.  31  x  7m. 

Car    signal    system Consolid.    Car    Htg.    Co. 

buzzer  equipment 
Compressors West.  600  V.D.H.  16,  motor  driven 


Conduit Metal 

Control West.  M-35-XB 

Destination  signs E.  &  E.  spiral  drive 

Door  mechanism National  Pneumatic  Co.'s 

Doors End,  folding 

Fare  boxes Cleveland  Model  5 

Finish /.acqiier 

Floor  covering Painted 

Gears  and  pinions Solid  forged  B.  P.  Helical 

Glass Windows — plate;  doors — wired 

Hand  brakes Peacock  staffless  type 

Hand  straps Sanitary  rigid  retrieving  type 

Heat  insulating  material One-ply  Salamander 

Heaters ..Consol.  Car  Htg.  Co.'s  C-I2331-G2,  with 
thermostatic  control 

HeadHght,e Golden  Glow  R,M.L.-96,  600  volt 

Headlining Haskehte 

Interior  trim Birch — stained  mahogany 

Journal  bearings A.R.A.  31  x  7  in. 

Journal  boxes.  3}  x  7-in.  pedestal  type.Symington  Co. 
Lamp  fixtures.   Automatic  comi%nsatJng  E.S.S.  Co. 

type  "L  " 

Motors West.  No.  510-A-S,  No.  4 

Painting   scheme Green    below   belt, 

cream  above  belt 

Roof   mat«rial HasKelite  and  canvas 

Safety  car  devices H.  *  B.  life  guards 

Sash  fixtxu-es Edwards  brass  sash,  complete 

Seating    material Spanish    leather 

Slack  adjusters West.,  Form  E-1 

Steps Folding 

Step   treads "Visabledg"   Safkar  treads 

Trolley  catchers, O.B.  No.   1 3 1 4 1 

Trolley  base U.S.  No.  1 3 

Trolley  wneels U'-  S.  No.  3 1 

Trucks C.  S.  side  frame 

Ventilators Nichols-Lintern  type  C 

Wheels SoUd  forged,  diameter  26  in. 

Special  devices. .  Meissner  No.  267,  Sanders  automatic 
tail  lights  (red  and  green),  rear  treadle  exit  doo. 


926 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.20 


offices  because  their  views  differed  from 
those  of  the  board  concerning  future 
poHcies  of  the  company.  Their  resigna- 
tions as  officers,  but  not  as  directors, 
were  accepted  with  regret. 

Walter  C.  White,  president,  continues 
as  the  company's  chief  executive  officer. 


National  Pneumatic  to  Furnish 
Macon  Door  Equipment 

The  National  Pneumatic  Company  an- 
nounces that  it  has  been  awarded  the 
order  for  furnishing  the  door  mechanism 
that  will  be  used  in  the  twelve  cars  being 
constructed  by  the  Perley  A.  Thomas 
Car  Company  for  the  Macon  Light  & 
Railway  Company,  Macon,  Ga.  Specifi- 
cations of  these  units  were  printed  in 
the  Oct.  15  issue  of  the  Electric  Rail- 
way Journal. 


Copper  More  Buoyant — Zinc 
Weaker 

Copper  is  more  buoyant  than  for 
many  months,  and  large  sales  at  ad- 
vancing prices  are  the  feature  of  the 
non-ferrous  metal  markets.  Zinc,  on 
the  other  hand,  continues  to  show 
weakness,  and  price  concessions  have 
been  made  by  anxious  sellers  to  get 
business.  Shading  of  prices  by  second 
hands  is  reported  in  lead,  which  is  only 
moderately  active.     Tin  is  easier. 

Both  domestic  and  foreign  buying  of 
copper  have  been  excellent  during  the 
week  ended  Nov.  9,  and  prices  are  bet- 
ter. Not  for  a  long  time  have  there 
been  two  active  weeks  in  succession  in 
the  domestic  copper  market.  The  past 
week,  however,  not  only  follows  a  very 
good  week,  but  is  the  third  in  the  last 
four  in  which  sales  have  been  excellent. 
Some  13i-cent  copper  remained  in  the 
market  on  Nov.  3,  but  since  then  only 
a  few  small  sales  were  made  under  13f 
cents  and  these  were  offset  by  occa- 
sional lots  which  brought  a  little  more 
than  the  even  |  figure.  Most  of  the 
producers  were  asking  13.50  cents  Nov. 
9,  but  business  has  been  slim  indeed.  A 
large  proportion  of  the  buying  was  on 


MKTAL,  COAL  AND  MATERiAL  PRICES 
F.  O.  15.  REFINERY 

MeUU— New  York  Nov.  8.  1927 

Copper,  electrolytic,  cent*  per  lb !! '  J '  1? 

Copper  wire,  cents  per  lb .  5'?5c 

Le»d,  cents  per  lb *  .„» 

Zinc,  cents  per  lb l.r^n 

Tin,  Straits,  cejits  per  lb '50.50 

Bituminous  Coal,  f.o.b.  Mines 

Smokeless  mine  ruu,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons Sa 

Somerset  mine  ruu,  Boston,  net  tons !  ■  "Sc 

Pittsburgh  mine  run,  Pittaburgli,  net  tons. .  '  •  'JS 

Franklin,  111.,  screenings,  Chicago,  net  tons  '  ■  '*, 

Central,  111.,  screenings,  Chicago,  net  tons .  1  ■  j  rf 

Kansas  screenines.  Kansas  Citv.  net  tons. . .  2 .  1 75 

Materials 

Rubber-covered    wire,    N.  Y.,  No.  14,  per 

1.000  ft *'-50 

Weatherproof  wire  base.  N.Y.,  cents  per  lb.  *  1 6 .  DO 

Cement,  Chicagonetprices.withoutbags.  .  .  2.05 

linseed  oil  (5-bbl.lots),  N.  Y.,  cents  per  lb..  10.  0 
White  lead  in  oil  (lOO-lb.  keg),  N.  Y.,  cents 

par  lb                         n.75 

Turpentine  (bbi-  lot").  N.  Y.,  per  gal $0.  52 


•Nov.  7  pr  ces. 


account  of  wire  drawing  companies, 
which  is  an  encouraging  development 
because  wire  has  been  the  weak  spot 
in  the  copper  market  for  several 
months.  Most  of  tlie  business  was  for 
delivery  in  November  and  December, 
but  January  and  even  February  was 
represented.  Copper  exporters  ad- 
vanced its  price  again  to  13.80  cents 
c.i.f.  and  ofifers  in  the  f.a.s.  market  are 
available  at  13.50  and  13.55  cents. 

Though  the  principal  sellers  of  lead 
have  made  no  change  in  their  quota- 
tions, which  remain  at  6.25  cents  in 
New  York  and  6  cents,  St.  Louis, 
these  prices  have  been  shaded  to  some 
extent  and  the  market  cannot  be  called 
firm.  The  principal  unsteadying  influ- 
ence is  the  weakness  in  London,  though 
prices  there  have  shown  marked  re- 
sistance to  further  decline  whenever  the 
price  for  prompt  metal  reaches  £20^. 
Though  the  American  Smelting  &  Re- 
fining Company  contract  price  remains 
at  625  cents,  ?sew  York,  an  occa- 
sional lot  has  been  sold  at  6.20  and 
6.225  cents.  In  the  Middle  West  deal- 
ers have  sold  as  low  as  5.975  cents. 
The  market  has  been  rather  inactive. 

Sellers  of  zinc  do  not  appear  to  be 
overly  optimistic  and  they  have  been 
cutting  prices  during  the  week  to  get 
business.  On  Nov.  8  and  9  sales  were 
made  at  5.60  cents  and  it  is  possible 
that  this  may  have  been  shaded.  High- 
grade  has  been  sold  at  7.75  cents.  New 
York,  for  small  lots  of  spot  metal. 

The  tin  market  has  been  quiet  all 
week  and  prices  have  declined  to  below 
57  cents,  the  lowest  level  reached  since 
the  middle  of  1925.  On  Nov.  9  price 
of  prompt  Straits  was  56i  cents,  with 
far-forward  shipment  about  ^  cent  less. 


TRACK  AND  LINE 

Northern  Texas  Traction  Com- 
pany, Fort  Worth,  Tex.,  has  begun  im- 
provement work  on  the  Arlington 
Heights  car  line  between  Montgomery 
and  Sanguinet  Streets.  The  work  con- 
sists in  lowering  the  double  track  line  to 
the  new  level  of  the  street  which  will 
obtain  when  the  city's  paving  program 
is  carried  out,  laying  of  new  track  and 
ties  where  replacements  are  needed,  pav- 
ing of  street  intersections  and  installa- 
tion of  modern  ornamental  steel  poles 
between  the  tracks  to  carry  the  trolley 
wires.    The  cost  is  placed  at  $125,000. 


TRADE   NOTES 


Anaconda  Copper  Mining  Com- 
pany, New  York,  announces  that  C.  S. 
Anderson  has  been  appointed  electrical 
engineer  for  rod,  wire  and  cable  prod- 
ucts. Mr.  Anderson  was  formerly  spon- 
sor engineer  of  the  Electric  Bond  & 
Share  Company,  New  York,  for  Louisi- 
ana, Mississippi  and  Arkansas. 

George  N.  Brown,  formerly  vice- 
president  and  sales  manager  of  the  Pitts- 
burgh Transformer  Company,  has 
joined  the  Ohio  Brass  Company  as  man- 
ager of  high-tension  sales.     Mr.  Brown 


was  graduated  from  Cornell  in  electrical 
engineering  and,  until  the  World  War, 
was  with  the  New  York  State  Railways. 
He  served  overseas  in  the  army  and 
upon  his  return  to  civil  life  started  with 
the  Pittsburgh  Transformer  Company. 

White  Company,  Cleveland,  Ohio, 
recently  opened  its  new  branch  sales 
and  service  building  in  Los  Angeles, 
Cal.  The  "building,  of  cement  and  brick 
construction,  is  located  at  435  East 
Twentieth  St.,  with  entrances  on  Wash- 
ington Boulevard  and  Maple  Avenue. 
It  has  132,000  sq.ft.  of  floor  space  and 
is  equipped  with  most  modern  shop  ma- 
chinery and  service  facilities.  It  was 
constructed  at  a  cost  of  $500,000.  Four 
other  White  branches  that  were  being 
constructed  at  that  time,  in  the  Bronx, 
N.  Y.;  Providence,  R.  I.;  Hartford, 
Conn.,  and  Syracuse,  N.  Y.,  were  ex- 
pected to  be  ready  for  occupancy  during 
November. 


ADVERTISING  LITERATURE 

Baker-Raulang  Company,  Cleve- 
land, Ohio,  has  issued  bulletin  No.  110, 
describing  the  Baker  "railroad  special" 
bus  bodies. 

Canadian  National  Safety  League, 
Toronto,  has  issued  three  illustrated 
bulletins  entitled  "Make  Haste  Slowlv," 
"Use  a  Flashlight,  It  Is  Safer"  and  "The 
Everlasting  Question — Why?"  confined 
to  safety  on  construction  work,  the  pre- 
vention of  fires  and  automobile  acci- 
dents, respectively. 

Allen-Bradley  Company,  Milwau- 
kee, Wis.,  has  issued  a  series  of  bulletins 
describing:  Type  J-3064  automatic  slip- 
ring  motor  starter,  H-1864  slip-ring 
motor  starter,  H-2052  semi-automatic 
resistance  starter,  J-1552  alternating- 
current  contactor,  E-2100  and  E-2200 
controlling  rheostats,  J-1552  Form  B 
across-the-line  starting  switch  and 
J-1552  Form  R  and  RM  alternating- 
current  reversing  switch.  In  the  text 
the  important  features  of  the  apparatus 
are  stressed,  application,  operation  and 
construction  being  specifically  treated 
in  some  instances. 

Roller-Smith  Company,  New  York 
City,  has  issued  supplement  No.  1  to 
bulletin  No.  300  describing  type  Com 
ohmmeter  and  type  HTD  circuit  tester. 

General  Electric  Company,  Sche- 
nectady, N.  Y.,  has  issued  the  following 
loose-leaf  bulletins :  Type  FT  normal 
starting  torque  for  full  voltage  starting 
general  purpose  squirrel  cage  motors, 
magnetic  reversing  switches  CR7009-W3 
and  CR7009-W4  for  alternating  current, 
CR2927  pressure  and  vacuum  switches 
for  a.c.  and  d.c.  circuits,  and  CR4771 
and  CR4772  duplex  controllers  for  con- 
stant-speed d.c.  motors  driving  pumps. 

Ohio  Brass  Company,  Mansfield, 
Ohio,  has  issued  folder  143  CB  stressing 
the  importance  of  small  economies. 
Among  the  products  pictured  and  de- 
scribed in  it  are  O-B  trolley  retriever, 
form  4  base ;  trolley  catcher,  section  in 
sulator,  and  portable  arc  welder. 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


19 


— and  on  Springfield  and 

Worcester  Latest  Light-weight 
City  Type  Cars 

they  repeated  on 

" Peacock ^^  Staffless  Brakes! 

Hea.  u.  s.  I'M.  on. 
Fifty  of  these  new  type  city  cars,  equipped  with  "Peacock"  Staffless  Brakes,  and 
built  by  the  Wason  Manufacturing  Company,  were  recently  placed  in  service 
by  the  Springfield  Street  Railway  Company.  A  like  number  of  the  same  type 
car,  similarly  equipped  and  built  by  the  Osgood-Bradley  Car  Company  were 
also  placed  in  operation  by  the  Worcester  Consolidated  Street  Railway. 

Let  us  tell  you  why  the  users  of  "Peacock"  Staffless  Brakes  repeat  whenever 
new  equipment  is  ordered  ! 

National  Brake  Co,,  Inc, 

890  Ellicott  Sq.,  Buffalo,  N.  Y. 

Canadian  Representative 
Lyman  Tube   &  Supply  Company,  Limited,  Montreal,  Canada 


Spacious  interior  of  the  Worcester  cars  which  reveals  some  of  the 
passenger  comforts 


Interior  view  of  one  of  the  Springfield  units,  showing  roomy 
and  attractive  features 


20 


ELECTRIC  RAILWAY  JOURNAL 


November  12,  1927 


If  you  use  pneumatic  tires 

you  want  this  rim 


A  BASIC  advance  in  rim  design,  a  new  epoch 
.  in  tire  usage  for  truck  and  bus  transpor- 
tation— that's  the  nieaning  of  this  Goodyear 
Type  K  Rim  Equipment. 

To  truck  manufacturers:  Exhaustive  tests  in 
actual  use  point  to  this  rim  as  eventual  factory 
equipment  for  pneumatic -tired  trucks.  We 
offer  you  co-operation  in  any  kind  of  test. 

To  truck  owners  and  operators:  If  your  oper- 
ating conditions  call  for  a  change-over  froq^ 
solid  to  pneutnatic  tires  —  single  or  dual  rears 
—this  equipment  will  do  the  job  in  the  most 
efficient,  economical  and  practical  way. 

To  truck  dealers  and  tire  dealers:  Every  dis- 
tributor and  dealer  owes  it  to  himself  to  learn 
the  advantages  offered  by  this  equipment.  Rim 
distributors  co-operate  in  adapting  wheels. 

Outstanding  advantages  of  the  Goodyear 
Type  K  Rim:  " 


1.  Simplicity  and  ease  of  operation  in  tire 
changing. 

2.  Adaptability  to  all  types  of  wheels  —  single 
or  dual. 

3.  Lightness  with  strength. 

4.  Economy  of  replacement. 

5.  Reduction  of  brake-drum  heat  through  use 
of  ventilated  wheels.  Saving  of  tires. 

Consists  of  but  two  parts — one  endless  section 
and  one  split  section.  Makes  all  pneumatic 
tires  quickly  detachable  as  well  as  demountable 
at  the  rim.  Offers  a  complete  range  of  sizes. 

Developed  by  Goodyear  engineers,  made 
exclusively  in  the  Goodyear  shops,  widely  ac- 
cessible through  rim  distributors.  Your  per- 
manent satisfaction  pledged  by  The  Greatest 
Name  in  Rubber.  Illustrated  booklet  gladly 
sent  upon  request.  Write  Goodyear,  Akron, 
Ohio,  or  Los  Angeles,  California. 


Copyright  1927.  by  The  Goodyear  Tire  &  Rubber  Co..  Ina 


Type  K  Truck  &  Bus  Rim  Equipment 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


21 


Otic  oj  the  fifteen  street  cars  whose  interiors  and  exteriors  were  finished  in  Duco  by  the  St.  Louis  Car 
Company  for  the  Utah  Light  and  Traction  Company  of  Salt  La\e  City. 


Duco  Delivers 
Honest  Service 

Whether  Duco  is  applied  to  interiors  where  it  is 
expected  to  maintain  its  good  appearance  through 
years  of  service, — whether  it  is  appHed  to  exteriors 
where  it  is  expected  to  withstand  the  rigors  of 
chmate,  Duco  deHvers  an  honest  job. 

In  fact,  the  admiration  Duco  arouses  gradually  turns 
to  astonishment  as  months  go  by  and  Duco  continues 
to  deliver  a  plus  value  over  and  above  the  most 
hopeful  expectations  of  its  users. 

There  is  a  pleasant  surprise  in  store  for  the  operators 
of  Electric  Railway  Equipment  who  have  not  yet 
learned  the  true  economy  of  a  Genuine  Duco 
finish. 


■'CA.U.S.PAT.OF''- 


There  is  only  ONE  DUCO 
.    .    .    DU  PONT  DUCO 


% 


Duco  is  the  correct  finishing  material  for  railway 
equipment.  For  information  write  to  E.  I.  du  Pont 
de  Nemours  8C  Co.,  Inc.,  Chemical  Products  Divi- 
sion, Parlin,  N.  J.,  2100  Elston  Ave.,  Chicago,  III., 
569  Madison  St.,  San  Francisco,  Cal. 


PAINTS 


VARNISHES 


ENAMELS 


DUCO 


22 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


AIR — and  air  alone  can  ab- 
^.  sorb  and  thus  practically 
eliminate  road  shocks  and 
vibration. 

These  two  destructive  forces 
cost  truck  and  bus  operators 
who  ignore  them  hundjpeds  of 
thousands  of  dollars  every 
year  in  unnecessary  mainte- 
nance expense  and  repair 
bills— 


Gross 


Sleeve  Type 

AIR  SPRING 


WESTiNGHOUSE 

W  W  Piston        Tvoe 


Type 

AIR  SPRING 


THE  SHOCK  ELIMINATORS  FOR  TRUCKS -BUSSES-PASSENCER  CARS 


AIR  Springs  float  the  bus 
w  or  truck  chassis  on 
cushions  of  air.  These  air 
cushions  absorb  road  shocks 
and  vibration,  prevent  twist- 
ing and  wrenching  of  frame, 
eliminate  shifting  of  load 
and  damage  to  cargo,  insure 
supreme  riding  comfort  re- 
gardless of  road  conditions. 

Thousands  of  truck  and  bus 
operators  in  all  parts  of  the 
world  have  found  the  sav- 
ings thus  effected  make  air 
springs  the  greatest  divi- 
dend payer  they  have  in  con- 
nection with  their  equip- 
ment. 


The  CLEVELAND  PNEUMATIC  TOOL  COMPANY 

Cleveland,  Ohio 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


23 


CO-OPERATION 


:l.  f 


1J. 


IWIC 


J> 


engineering 


in  designing  Long 
clutches  and  radia- 
tors, welcomes  the 
opportunity  to  co- 
operate  with 
manufacturers. 


24 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


Pa. 


■ 


Thousands  of  times  daily,  the  long 
distance  telephone  renders  a  similar 
service  to  American  business.   Is  a  man 
too  busy  to  leave  his  office?  Does  he 
dread  a  long  trip?  Is  there  an  emergency? 
Is  time  important?    Is  it  desirable  to  save 
expense?  Long  distance  calls  are  the 
answer.  Nearly  any  negotiation,  purchase 
or  sale  that  can  be  made  face  to  face 
Can  be  made  in  person  by  telephone. 
The  every-day  use  of  the  telephone 


to  Florida- •• 
deal  closed 
in  3  mins. 


A  Philadelphia  real  estate  man  \vas 
seeking  to  buy  a  suburban  property, 
but  the  ^voman  \vho  owned  it  \vas 
visiting  in  Florida.  Letter  after  letter 
failed  to  secure  the  necessary  terms. 
Then,  to  make  matters  \vorse,  he 
learned  that  a  competitor  ^vas  after 
the  property.  He  called  the  o^vner 
by  Long  Distance,  got  her  promptly, 
and  in  3  minutes  settled  the  terms 
and  made  the  purchase.  Charges, 
$4.60.    Amount  involved,  $i5,ooo. 

for  distant  calls  realizes  many  opportu- 
nities that  otherwise  would  be  lost.  We 
suggest  now  that  call  across  the  state 
or  continent  that  will  clear  up  some 
pending  transactioa  We  believe  you 
will  be  surprised  how  little  it  will 
cost Number,  pleasel 


Bell  Long  Distance  Service 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


25 


Hydraulic  Jacking 

Lifts  without  Labor 

THERE'S  no  labor  to  jacking  up  a  fully 
loaded  bus  with  a  Blackhawk.  Gentle 
strokes  of  the  long  handle,  and  up  she  goes. 
Unbelievably  easy! 

Bayonet-lock  handle  holds  jack  securely  for 
easy  placing  under  any  axle.  Even  the 
shortest  strokes  raise  the  load.  To  lower, 
simply  turn  the  release  valve  with  handle 
tip  and  down  she  comes,  quickly  and 
smoothly — no  pumping. 


Blackhawk  Bus  Jacks  are  low  enough  ifor 
any  front  axle,  with  tire  flat.  Ample  lift 
for  any  rear  end.  Never  any  need  to  un- 
load passengers  or  crawl  under. 

Endorsed  by  leading  bus  and  fleet  operators — Pick- 
wick alone  uses  800.     Write  for  details  and  prices. 

BLACKHAWK  MFG.  COMPANY 

Dept.  E.J.,  Milwaukee,  Wis. 


Mfrs.  of  Blackhawk  Wrenches  and 
Pumps 


.%x 


iPhoto  shows  oar  C8.5  in  use  under  a  biff  Job. 
Not«  easy  operation  and  ample  clearance  for  tire 
clianelne. 


BLACKHAWK  JACKS 


HYDRAULIC 
OIL-POWER 


26 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


isiin 


Just  as  the  electric 
railway  companies  have  to 
compile  and  be  guided  by 
exhaustive  statistics  as  to 
peak  loadsj  traffic  densities, 
costs  per  mile,  and  so  forth, 
we  must  constantly  keep 
ourselves  informed  as  to 
purchasing  power,  density 
of  population  and  all  vital 
market  information  in 
order  to  maintain  our  ser^ 
vice  as  an  active  asset  of 
your  service* 


■ NCORPORAXeO 

CANDLER  BLDG.    NEW  YORK 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


27 


for — appearance 
endurance 
cleanliness 
comfort 


lllfiiiffiiffffei 


iififilffffif? 


for  MODERN  CAR  UPHOLSTERY 

you  cant  do  better  than 

PLUSH  f 


No  photograph  can  give  a  true  idea  of  the  richness 
and  beauty  of  Massachusetts  Genuine  Mohair 
Plush.  But  we  say,  without  hesitation,  that  from 
the  range  of  colorings  and  patterns  now  being  made, 
you  can  select  plush  for  upholstery  in  keeping  with 
the  most  luxurious  of  car.  interiors. 

With  Massachusetts  Mohair  Plush,  a  pile  fabric, 
the  grind  of  wear  is  distributed  over  the  ends  and 
not  the  sides  of  its  tough,  springy  fibers.  Twenty 
years  of  active  railroad  service  is  nothing  unusual 
for  this  plush  I 

A  more  economical  seat  covering,  or  one  more  easy 
to  keep  clean,  cannot  be  bought. 

Samples  and  Quotations  on  Request. 


MASSACHUSETTS  MOHAIR  PLUSH  CO. 

Main  Office: 
80  Federal  St.,  Boston,  Mass. 

Makers  of  BAY  STATE  PLUSH 


New  York  Affent: 

Sisson  Supply  Co, 

1845  Grand  Central  Terminal. 

New  York  City 


Western  A^ent : 

Midffley  &  Borrowdale 

1822  McCormick  Building, 

ChicasTO,  Illinois 


MASSACHUSETTS  MOHAIR  PlUSH 

CJhe  railroad  standard  for  aVer35years 


28 


ELECTRIC  RAILWAY  JOURNAL 


November  12,  1927 


One  Industrial  Advertiser 

captured  40%  of  a  rich  mar\et 


FIVE  years  ago  an  important  industrial  change 
appeared  on  the  horizon.  It  meant  a  new 
market  and  new  profits.  At  that  time  it  was  any' 
body's  market,  a  new  field  for  all,  with  no  estab' 
lished  leader. 

A  score  of  producers  saw  the  opportunity,  but 
one  alert  manufacturer  nominated  himself  for  the 
post  of  leadership.  During  the  period  when 
buyers  were  testing,  comparing  and  experiment' 
ing  with  his  and  competing  products,  this 
manufacturer  dominated  buyers'  thoughts  by  the 
forceful  use  of  Industrial  Advertising. 

By  so  doing,  this  manufacturer  "beat  the  gun"  in 
the  rush  to  the  new  field  of  profits.  In  1926,  after 
four  years  of  Industrial  Advertising,  46  per  cent 
of  all  buyers  in  this  particular  field  were  his 
customers.  His  output  constituted  40  per  cent  of 
all  sales  to  this  market  last  year.  Over  the  four' 
year  period,  when  competitors  were  fluctuating 
up  and  down  in  rank,  strong  Industrial  Advertis' 
ing  kept  this  one  manufacturer  entrenched  in  the 
lead. 

Industrial  Advertising 

vs.  "Using  Space" 

His  competitors  also  advertised  but  this  manu' 
facturer  continuously  used  the  most  effective 
space  units  of  Industrial  Advertising  to  win  this 
new  industry's  recognition  of  his  product.  His 
advertising  appropriation  was  large  enough  each 
year  to  carry  on  the  leadership  job  originally 


mapped  out.  His  copy  reflected  an  intimate 
knowledge  of  the  buyers'  problems  and  talked 
their  language.  There  was  no  stinting  of  effort  in 
obtaining  and  presenting  vital  performance  facts. 
Industrial  advertising  men  combed  the  field  for 
data  before  the  advertising  copy  was  prepared. 

This  advertising  was  published  almost  exclusively 
in  two  McGraW'Hill  Publications  that  are  recog' 
niz,ed  for  the  vital  guidance  and  help  they  have 
given  to  the  industry  that  constituted  this  manu' 
facturer's  market. 

In  this  case  the  persistent  use  of  liberal  space  was 
true  economy  and  extremely  effective.  It  not  only 
hastened  the  industrial  change  and  gained  for  the 
manufacturer  that  much'desired  buyers'  recogni' 
tion,  but  it  is  now  enabhng  him  to  hold  the  lead 
and  advance  to  still  greater  sales  volume. 

Details  Differ, 
But  T^ot  Fundamentals 

Your  industrial  selling  problem  may  differ  in 
detail  from  the  case  cited.  One  set  of  circum' 
stances  demands  dominant  Industrial  Advertising 
from  the  start;  another  situation  may  recommend 
a  different  program.  The  proper  procedure  in  any 
case  is  more  easily  determined  when  the  McGraW' 
Hill  book,  "Industrial  Marketing  at  Work,"  is 
studied,  and  its  basic  principles  applied.  This 
book  is  based  on  a  study  of  numerous  cases  in 
which  the  Four  Principles  of  Industrial  Marketing 
have  been  used. 


If  your  markets  lie  within  any  field  of  industry  broader  than 
your  strictly  local  territory,  a  McGraw-Hill  representative 
will  be  glad  to  discuss  this  study  and  leave  with  you  or  your 
advertising  agent  a  complimentary  copy.  Your  request 
should  be  directed  to  the  nearest  McGrawHill  office. 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


29 


This  advertisement  is  being  pvhXishti  in  the  "McGraw-Hill 
Publications,  Frinters  ln){  Monthly,  Adfcrtising  and 
Selling,  Class  and  Industrial  Marlfetmg,  Finance  and 
Industry,  Standard  Rate  and  Data  Sertiice,  y{ew  'Tm\ 
Times,  INfw  Tor]{  Herald  Tribune,  Boston  J^ews  Bureau 
and  Chicago  Journal  of  Commerce, 


Electrical 

ELECTRICAL  WEST 
ELECTRICAL  WORLD 
ELECTRICAL  MERCH.\NDISING 

Construction  &  Civil  Engineering 

ENGINEERING  NEWS-RECORD 
CONSTRUCTION  METHODS 

Industrial 

POWER 

AMERICAN  MACHINIST 

INDUSTRIAL  ENGINEERING 

CHEMICAL  &  MEIALLURGICAl  ENGINEERING 


KcGRAW-HILL  PUBUSHINO  COMPANY.  INC.  NEW  YORK,  CHICAGO.  PHILADELPHIA.  CLEVELAND.  ST.  LOUIS.  SAN  FRANOSCO,  lONDOM.  PUBUSHERS  GV 

McGraw-Hill 


Tublications 


Catalogs  and  Directories 

McCBAW-HILL  EL£CniICAL  ENGlKEEmNC  CATALOG 

HCGKAV-HIU.  BLECmiCAL  TRADE  CATALOG  MtGRAW  CENTRAL  STATION  DIRECTOftT 

KEYSTONE  COAL  MINING  CATALOG         M<GRAW  ELECTRIC  RAILWAY  DIRECTC«» 

KEYSTONE  METAL  QUARRY  CATAUXJ  METAL  QUARRY  DIRECTORY 

KEYSTONE  COAL  BUYERS  CATALOG    COAL  FIEIJJ  DIRECTOR^ 

PONBRICHT  SURVEY  OF  ELECTRIC  FOWER  *  UGHT  COMPANIES  [N  THE  U.  S 


Kadto 

RADIO  RETAIUNG 

Transportation 

BUS  TRANSPORTATION 
ELECTRIC  RAILWAY  JOURNAL 

M.ining 

COAL  AGE 

COAL  AGE  NEWS 

ENGINEERING  &  MINING  JOURNAL 

Overseas 

INGENIERIA  INTERNACIONAL 
AMERICAN  MACHINIST 
tEUROPEAN  EDTTION} 


«».000       PAGES       USED       ANNUALLY        BY        J. 500       INDUSTRIAL        ADVERTISERS        TO        HELP       INDUSTRY        BUY        MORE        INTELLIGENTLT 


30 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


VIZABLEDD 


I  ^t         ^     TRADE    MABK  beg  <^    I  ■ 

taJ       SAFSTEP      1  i 


iliiiiiliiiiiiiiiiiiliiiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiiiiliiiiiiiiiiiiliiiiiiiiu. 


¥M 


CHOTA  HAZRI 

The  Kaffir's  test  of  character,  stamina  and  in- 
tegrity is  the  meal  (chota  hazri). 

The  fellow  with  the  biggest  appetite  gets  the  im- 
portant post. 

Thus  a  man's  job  is  reached  through  his  stomach. 

And  we've  noticed  that  sometimes  the  operators 
of  electric  machines  try  to  qualify  in  similar 
manner. 

They  equip  their  machines  with  a  heterogeneous 
medley  of  nondescript  carbon  brushes  and  after 
they've  had  a  belly  full  of  the  troubles  that  such 
a  conglomeration  superinduces  they  feel  that 
they've  qualified  for  an  important  change. 

And  THEY  have!! 

They've  qualified  for  an  engineering  prescription 
of  Morganite  Brushes. 


Step  maintenance  and  replacement  costs 
cease  when  "Safkar"  Steps  are  installed. 
All-steel,  self-contained  units,  their  non- 
slipping  surface  is  an  integral  part  of 
them,  as  lasting  as  the  steel  itself.  The 
open  mesh  makes  it  a  natural  foot- 
scraper — car  cleaning  costs  are  reduced. 

Have  you  Bulletin  D-28? 


Irving  Iron  Works  Gq.  I 

Long  Island  City.  N.Y.  U.S.A.  | 

Established    in    I902  = 

SA.I.ES    Offices    in   A.i-1-  Principau    Cities  E 


See  Your  Telephone   Rook  for  Local    Addres 


Main  Office  and  Factory 
3302-3320  Anable  Ave.,  Long  Island  City,  N.  Y. 

DISTRICT  ENGINEERS  AND  AGENTS 

Pitttburgh,  Elrctrical  Engineering  &  Mfg.  Co.,  909  Penn  Ave. 
Cincinnati,    Electrical    Engineering    &    Mfg.    Co.,    607    Mercantile 

Library  Building. 
Cleveland,  Electrical  Engineering  &    Mfg.  Co.,  422  tJnion  Building. 
Baltimore,  O.  T.  Hall,  Sales  Engineer,  437-A  Equitable  Building. 
Revere,  Mast.,  J.  F.  Drummey,  75  Pleasant  Street. 
Lot  Angelet,  Electrical  Engineering  Sates  Co.,  502  Delta  Building. 
San   Francisco,    Electrical   Engineering  Sales  Co..    222    Underwood 

Building   545  Market  Street. 
Toronto,    Can.,   Railway   &   Power   Engineering   Corp.,    Ltd.,    101 

Eastern  Ave. 
Montreal,  Can.,  Railway  h  Power  Engineering  Corp,,  Ltd.,  326  Craig 

St.,  West. 
Winnipeg,  Can.,  Railway  &  Power  En^eering  Cotp.,  Ltd.,  P.  O. 

Boi  325. 


niiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


31 


BiggerDollar 

EVERY  dollar  spent  for  poles  or  ties  is  a  bigger 
dollar  when  it  buys  Amcreco  products. 

Amcreco  stands  for  a  quality  of  timber  and  a 
degree  of  perfection  in  treatment  that  insure 
minimum  pole  and  tie  cost  per  year. 

You  buy  service — not  just  sticks  of  timber.  Since 
a  dollar  spent  for  these  Amcreco  creosoted  south- 
ern yellow  pine  products  buys  more  service,  it  is 
a  bigger  dollar. 

We  will  be  glad  to  help  you  work  out  an  econom- 
ical pole  or  tie  program  to  meet  your  conditions. 


Five    reasons    why    Amcreco 
products  can  cut  annual  charges 

1.  Careful  selection  of  timber. 

2.  Proper  seasoning  under  ideal 
conditions  and  close  supervi- 
sion. 

3.  Unequalled  plant  facilities  (17 
plants  in  operation). 

4.  Uninterrupted  supply  of  pure 
creosote  oil  under  our  own  con- 
trol from  producer  to  treating 
plant. 

5.  Unqualified  backing  of  the  prod- 
uct by  an  institution  of  proven 
integrity. 


AMERICAN  GREOSOTING  COMPANY 


COLONIAL 

CREOSOTIKG 

COMPANY 


TOi^&R^ 


l^^Jgj^^ 


GEORGIA 

CREOSOTING 

COMPANY 


332  So.  Michigan  Ave. 
Chicago 


UOUISVIL-l-E    -^    KENTUCKY 

SALES  OFFICES: 
350  Madison  Ave.  401  W.  Main  St. 


New  York  City 


Louisville,  Ky. 


Brunswick,  Ga. 
Bogalusa,  La. 


BUll-ltOnr 


32 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


Protect  your 

TRAFFIC  REVENUE 


OHMER  No.  79 
Ticket  -  Printing 
Register.  Furnish- 
eil  for  either 
manual  or  electric 
operation. 


OHMER  Fare  Registers  do  more  than 
insure  the  collection  of  the  proper  fares. 
They  also  keep  an  exact,  concise,  detailed 
record  of  each  transaction.  They  enforce 
correct  accounting  and  greatly  simplify  the 
task  of  auditing. 

No  matter  what  the  nature  of  your  passen- 
ger service,  there  are  OHMER  Fare  Regis- 
ters and  OHMER  Ticket  Printing  Devices 
that  will  fully  meet  your  requirements  in 
regard  to  safeguarding  traffic  revenues. 

Tell  us  about  your  operating  conditions  and 
let  us  suggest  an  ideal  system  for  you.  We 
shall  gladly  give  you  the  benefit  of  our  29 
years'  experience  in  the  special  field  of  trans- 
portation accounting.  You  will  not  be 
placed  under  any  obligation  by  conferring 
with  us.     Write  or  wire  today. 

OHMER  FARE  REGISTER  COMPANY 

Dcpt.  Y,  Dayton,  Ohio 


Ohmer 


260 


REG-     U.S.     PAT.      OFF 

Industrial  Counters 


Clean  cars  mean 
better  public  relations 

fthis   year's   Coffin  Award   winner,  Tl 
gets  cleaner  cars  the  Oakite  way  Jj 


CLEAN,  inviting  cars  not  only  inspire  better  public 
relations,  but  they  have  a  definite  effect  upon 
revenue.  If  you  advertise  "clean  cars" — and  most 
railway  companies  do — there  is  no  better  way  to  sub- 
stantiate your  advertising  than  by  cleaning  your  cars 
inside  and  out  the  efficient,  economical  Oakite  way. 

Follow  the  example  of  this  year's  Coffin  Award  winner, 
and  let  Oakite  materials  help  you  obtain  cleaner  cars, 
larger  revenue  and  better  public  relations.  Write  us 
for  particulars.     No  obligation. 

i  Oakite  Service  Men,  cleaning  specialists,  are  located  in 

i  the  leading  industrial  centers  of  the  U,  S.  and  Canada 

=  Oakite  is  manufactured  only  by 

I    OAKITE  PRODUCTS,   INC.,   28B  Thames  St.,  NEW  YORK,  N.  Y. 

I  (Formerlu  OAKLEY  CHEMICAL  CO.) 

I  OAKITE 

I    Industrial  Oeaning  Materials  and  Methods 

&niniMiniiHiiiuiiniinMMiiinMHMiitiiiiiiniiiUMiiiiiiiiitiiiiniiuiiiiiiiniiiiiiiiiiiiiiiiiiiii>iii)iiiiuiitiiiiMiiHriiiiM)iriiitiiiiiiimih' 

»trtiinttiiHiiiiMitiiiTT!iiittittiittrirniinintiiTTtiii[in)iirinrtiiiiiiiiiiiiiiiiiiiiiiiiiiinii}i>iiitiiiuiiiiiiiiiiiitiMiiiii)iiiiiiiiniiiiiiiiiiiiiir. 


Make  use  of 

McGRAW-HILL 

BOOKS 

they    bring    you    the 

recorded       experience       of 
leaders  in  your  field. 

Send  for  our 
latest  catalogue 


1         Mail  this 
I    coupon  today ! 


= 
E 

McGRAW-HILL  FREE  CATALOGUE  COUPON 

= 
1 

.Mc(iran-Hill   Book  Company.   Inc., 
.370  Seventh  .4ve.,  New  York,  N.  Y. 

Send   me   the   New   1027-38   McGraw-Hill   Calalogoe   to   the  address 
given  below.     This  catalogue  is  FREE.   I   understand. 

f 

1 

Citv  &  State 

E.  11-12-37 
'iiiiiuii iiiiiiiiniiiiiiiuiiiiiiiiiiiiiiiiiiliiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiimiiiiiiraiiiiiiraiiiiniiiiiiiiiiiniiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiic 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


33 


SiiiiiiiiiHmiiiiiiiniiiiiHiiiiiiiiiiiiiT iiiiriiniiiitiiiriiiHiiiiiiitriiiiiiiiriiiiriiiiiiiiiiiitiintiiniiiiiimiiiimitiiiiiiiiHiiiiiiiitiiiMnu      ^MnniiiiiiiiiiimiiiiiiiiiiliiiiiiiiiiiriiiiiiiiitiiinhiiiiitiiniiiiiiiiiiiiiiMiMiiiiiintiiinniitiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiifiliilliiniiiHIitui 


COLUMBIA 


I   Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 
265  Chestnut  St.,  comer  Atlantic  Ave., 
Brooklyn,  New  York 


I     I 


§     I 


'.iimiiiiiiiuuiiiniiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiimiiiiiiifiiiHiiiiiiiiiiiiiitiiiiiiimimiiiiiiiiiiiiiifiiiiiiiiiiiiiiitiiiiiniiiniiiiiiiitiiiB      ^ii 


Structural  Shapes  •  Steel  Sheet  Piling 

Plates  •  Skelp 

Bars  and  Bar  Mill  Products 

Bands  •  Hoops 

Axles  •  Wrought  Steel  Wheels 

Rails  •   Rail  Joints 

Steel  Cross  Ties 

CARNEGIE  STEEL  COMPANY 

Qeneral  Offices  •  Carnegie  Building  •  434  Fifth  Avenue 

PITTSBURGH      ij^      PENNSYLVANIA 

1889 

imimiiiiiiimiiiiimimiiiiHiiuiiiiiiiiuiiiiiiiniiiiiiiiiiuiiiiitiiiiiiiiiiiiiiiiiiiiitmiiii 


34 


ELECTRIC  RAILWAY  JOURNAL 


November  12,  1927 


»ftf.-'       *  ^  /  ^  ■  1' 


i^a->.i"-.i"\.gii'\pi  ei"^  -I 


for^.  'Bacon  d  ^avfe 

incorporated 

115  Broadway,  New  York 
PHILADELPHIA  CHICAGO  SAN  FRANCISCO 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 

NEW    YORK  BOSTON  CHICAGO 


Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 

Design  Construction  Management 

Examinations  Reports  Valuations 


CHICAGO 


NEW  YORK 


SAN  FRANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER,    MASSACHUSETTS 

RSPORTS-  APPRAISALS  •  RATES  .OPERATION  - SERViCa 


B.     BUCHANAN 
President 


W.   H.   PRICE.   TO.. 
Socy-TreM. 


JOHN  F.   LAYNQ 
Vice-President 


BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 

Financial  Reports,   Traffic  Surveys 

and  Equipment  Maintenance 

Bank  Bldg.  Hanover.  2142  49  ^aU  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

GardoM'  F.  Wells  Albert  W.  HemphiU 

A  PPM  A  ISA  LS 

INVESTIGATIONS  COVERING 

Reorganization        Management        Operation        Construction 

43  Cedar  Street,  New  York  City 


KELKER,  DeLEUW  &  GO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

Operating  Problems  Valuations  Traffic  SurreTi 

111  W.  Washington  Street,  Chicago,  111. 


E.  H. 

FAILE  &  CO. 

Designers  of 

Garages —  S« 

srvice  Buildings — Terminals 

«41 

NEW  TORS 

The  J.  G.  White 
Engineering  Corporation 

Engineers— Constructors 

Oil  Reflnerlei  and  Pipe  Lines,  Stoam  and  Water  Power  Plants.  Transmission 
Systems,  Hotels,  Apartrnt^nts,  Offlc«  and  Industrial  Buildings.  Railroads. 


43  Exchanfire  Place 


New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service— Financial  Reports 

Appraisals— Management 

52  Vanderbllt  Ave.  New  York 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Beports  Rates  Service  InTesUratton 

Studies    on    Financial    and    Physical    Bebabilitatlon 

Reorg-anization     Operation     Management 

683  Atlantic  Ave.,  BOSTON,  MASS. 


LINN  &  MARSHALL,  Inc. 

Financing  —  Engineering  —  Management 

PUBLIC  UTILITIES 

ELECTRIC  RAILWAYS  —  MOTOR  BUSES  — 

GAS  —  ELECTRIC 

25  Broadway,  New  York  City 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -   Reports 

Valuations   -  Management 

PHILADELPHIA 


NEW  YORK 


CHICAGO 


STEVENS  &  WOOD 

INCORPORATED 

ENGINEERS  AND  CONSTRUCTORS 

120  BROADWAY,  NEW  YORK 


ENOIKEEBXNO 
CONSTRUCTION 


TOUNGSTOWN.  O. 


FINANCING 

MANAGEMEaJT 


MCCLELLAN  &  JUNKERSFELD 

Incorporated 

ENGINEERING  AND  CONSTRUCTION 

Elzaminations — RepMta — Valuations 

Transportation  Problems — Power  Developments 

68  Trinity  Place,  New  York 

C{aca«o  St.  Louis 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Sunday  Pass — Differential 

Fares — Ride    Selling 

Holbrook  Hall  5-W-3 

160  Gramatan  Ave.,  Mt.  Vernon,  N.  Y. 


November  12,  1927 


EI^ECTRIC  RAILWAY  JOURNAL 


35 


iimiiiiiiiiiiniiiiiiiiii iniij iiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii.'iiiiiiiiimiiiuiiuiiiiiiiiiiiiiiiiiiiniiiiiiiuiiiiiiimiiuiiiiuiiiiuiiiiiiiuiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiniiiuiiiiiiiiiiiii.iiiiiiiiniiu iniiiiiiiimiins 

THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 

Boston,  80  Federal  Street 
Philadhlphia,  Packard  Building 
PiTTSBURQH,  Farmers  Deposit  Bank  Building 
Clbteland,  Guardian  Building 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Atlanta,  Candler  Building 
Phohnix,  Ariz.,  Heard  Building 
Oaixas,  TEX.,  Magnolia  Building 
HoNOLDLn,  H.  T.,  Castle  &  Cooke  Building 
Portland,  Orb.,  Gasco  Building 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Detroit,  Ford  Building 

New  Orlkans,  344  Camp  Street 

Houston,  Texas,  Electric  Building 

Denver,  444  Seventeenth  Street 

SALr  Laxb  City,  Kearna  Building 

San  Francisco,  Sheldon  Building 

LiOB  Angeles,  Central  Building 

Seattle,  L.  C.  Smith  Building 

Havana,  CnBA,  Calle  de  Aguiar  104 

San  Juan,  Porto  Rico,  Royal  Bank  Building 


iiiliuiiiuiiiiMliiiiiiiiniiiiiiinMiitHniiiiiiiniiiiiiiiiiiiiiiiinMuiiiiiMiuiiiirinriiiiiiiiniiiniiiniiiriiiuiiiniiiriiiiiMiiiiiiiiiiniiiniHrMniiiniiiniiiiiiiiniiiiliinriiitiiinMliMitiMinriiiiiiiuuiiliiinMniiiirMiiriiiiMiitiiu 


THE  P.  EDWARD  WISH  SERVICE 


so  Church  St. 
NEW  YORK 


Street  Railway  Inspection 
DETECTIVES 


191  State  St. 
BOSTON 


aiiiiiniiiillliililfliiuliiiiilllllllllimiliiiiiiiiiniiilllillilllinili iriiiiililllJllllllll iiiijiiniiiiii iiiiiiriiiiiiiiinit iiiiv: 


Byllesby 

Engineering  &  Management 

Corporation 

231  S.  La  Salle  Street,  Chicago 
New  York  San  Francisco 


I      Better  Quality  Seats 
I      For  Cars  and  Buses 


Hale-Kilburn  Co. 

1800  Lehigh  Ave.,  Philadelphia,  Pa. 


When  writing  the  advertiser  for  Information  or 

prices,  a  mention  of  the  Electric  Railway 

Journal  would  be  appreciated. 


Jiiir iiiiiiiiiiiiiiiMjiiiiijiiriiiriiiuiillllllllllllllllilJlliiiiiliiiiiiiiiiiiiiiillllllllllllllllllllllllllllillflllllllllllllllllluillflllllllllliillii' 


isiiniiiitiiiiiiiiiriiniHrriiiitiiitiiiiiiiiiriiiirriiiriiiiiiiiiiiiitiiiiMiitriiitiiiriMtriiiiiiiiMiiiriiiiiiiiiiiiiiiiiMiriiiiiiiiniiiiiiiiiiiiiiiifuiiHic 
=>iiiiiiiiriiiiiiiiiintiiirtiiiiii]iiiiiiiiiiiriiiiiiiiiiiiiii)uii]iiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiniiiiiiiiiiiiiiiriiiiiiiiii]iiiiiiiiiiiiiiiiiiiii:iiiiiHntt 

I   RAIL  GRINDERS  AND   I 
I  WELDERS 

I  Railway  Track-work  Co,,  Philadelphia 

I  •  682 

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aiiiniiiiiiiiiiiiiiniiiiiiiJiriiiiiiiiiiiiiiiiiiiiiiiiiii[iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiriiiiiiiiiiiiiiiiiiiiriiiniiiiiiiniiiiiiiiitiii(iiinMiiiiiic- 


Repetition 


IS 

Reputation 


(uiuiillllllllliuill Ill IlllllllllllllllllllllllllluiluilllMiinMniilji iillllllllllimimini i i iiiiu.7      -711111111111111111111111111111 1 lllllllllllllllJlllllllllllllll 1 llllllll 1 1 llllllllllllllllllllllllllllllllllc 

tfmraiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiimiiiiiiiiii iiimiiiiimiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiC)       iiiiiiiiiuiiiiiiiiiiuiiiiiHiiiiiniiiniiiiiiiiiiiiuiiuiiiiiiiiiiiiuiiiiiiiuiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiraiimniiuiiiiiiiK 

"  ^^^^^■■^""  RAIL  JOINTS 


bYNAMOTORS 
WELDING  ROD 

UNA  Welding  &  Bonding  Co. 

Cleveland.  Ohio. 


^iiiiiiiiiiiiiiniiiniiiiiiiimiiiiiimiiiMiiiMiimiiiiiiHiiiMiiiniiiminiimiiiiiiimiiniiiiiiiiiiiitiiiiiiiiiniiiiiimiiiii 


3 

a 

imiiiiiiiiiiiiufi 


^  mimilll  J^         Car  Heating  and  Ventilating 


P5 


BSi 


^llllllllllill\'^ 


— are  ao  longer  operfttlns  problemi.  We  can  ibow  yon 
how  to  take  care  of  both  with  one  equipmeot.  The  Peter 
Smith  Forced  yentllatlon  Hot  Air  Heater  will  laTe,  In 
addition,  40%  to  60%  of  the  cost  of  an;  other  ear  haat- 
1ns  and   rentUatlng   ■yatem.     Write  for  detalli. 

The  Peter  Smith  Heater  Company 
6209  Hamilton  Ave.,  Detroit^  Mich. 


giiiiiiiriiiiiuhiiiiiniiiiiiiHuiuiiiMiiHiiiiiMiMiiiiiiiiitiiiriiiiiiiiiiiiiiiiiiiiiiitiiiiiiniiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiitiiiiiiiri'^ 

£ 

I 


^iimimiiiMiiiMinimiimiinmnmiiiMiiMiiim'MiimiimniiimiiiiiiiMiiiMiiMiiiMiiMiUMiiiiniiinMiiMMiMntmminimiiiiimiMus 
■riiittiiniiiiniiiuiiuuiuMnMiiiiiinniniiniiiiiMiiMiiiiiiMiiniiiiiiiiiiiiiiiiiiiiiiiiiniiniiiitMUiiiniiuiiiniiitiiiiiiiiiiiiniiimmimiL' 


Boyerized  Parts: 


Brake  Pins 
Brake  Hangers 
Bnike  Levers 
Pedestal  Gibs 
Brake  Fulcrums 
Turnbuckles 
Center  Bearings 
Side  Bearings 


Spring  Post  Bushings  j 
Spring  Posts  I 

Bolster      and     Transom  : 
Chafing  Plates  j 

Manganese  Brake  Heads  = 
Manganese  Truck  Parts  j 
Bushings  : 

Bronze  Bearings  j 


McArthur   Turnbuckles 

Can    be    purchased    through    the  following  = 

representatives :  : 

Economy  Electric  Devices  Co.  : 

72  \V.   Van  Buren  St..  Chicago.   III.  = 

F.   F.   Bodler.  : 

9  03   Monadnock  Bldg.,  San  Francisco,  Cal.  E 

W.   F.   McKenney,  = 

54   First   Street.   Portland,   Oregon.  : 

J.   H.   Denton,  : 

1328   Broadway,   New  York   City.   N.  Y.                : 

A.   W.  Arlln.  = 

519   Delta  Bldg..   Los   Angeles.   Cal.  \ 

Bemis    Car   Truck    Company  J 

Springfield,  Mass.  | 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 

on  your  equipment 

The  Universal  Lubricating  Co. 

Clereland.  Ohio 

Chlcaro    BepreaentatiTea:    Jameaon-Bou    Compuv. 

StraBi  Bide. 


'.imiiiiiiiiiniiiiiiiiiiiiiiiuniiniiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiuuiiiiiiiiniiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiumiiiiiiiiiiff     riiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiniiiiiiiitiiiiiiitiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiuiiimiiiie 


36 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


'MiiiiinniiiniiiitiinniirMiniiniiiiiiiiiiiiiiimiiiiiiiiiiiiiiHiiiiuiMimiiiHiiHuiiiiiiitiiiiiiiimiiMimiimiiiiiiiuimiMiimiiimm  mm" 


lOKif 


/d 


LE  CAR  BONE 
CARBON  BRUSHES 


IkCirtDTieol 

CaAsun&nisifi&s  I  f 


Reason  No.  13 


They  last  so  much  longer  and 
avoid  so  much  trouble  and  ex- 
pense with  more  costly  items 
of  equipment  that  they  repay 
your  total  brush  investment 
many  times  each  year. 


W.  J.  Jeandron 

Factory  Terminal  BIdg. 

Fifteenth  Street,  Hoboken,  N.  J. 

Pittsbnrgh  Office:  634  Wabash  Bids. 

Chlraso  Office:  16S7  Monadnock  Block 

San  Francisco  Office:  sas  Market  Street 

Canadian  Distribntors;  Ljrman  Tube  A  Sappljr  Co.,  Ltd. 

Montreal   and   Toronto 


ntllUMlllllinillllliitiiiiniiiiiiiiiniiiiiiiutiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiit.iiiiiniliiMlllllMllllllMllllliiiiiiili' 
SiiiiiiHiimiiHiiiiiiiHiiiiiiiiiiMiiuiiiniitiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiii: 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxes  and  overhead  regiatera 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  are  increased  li  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.     Over  4000  already  in  use. 

When  more  than  two  coins  are  used  as  fare,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  oi>erated 
registration  system.     Over  50,000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  is  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Each  barrel  can  be  adjusted 
to  eject  from  one  to  five  coins  or  one  to  six  tickets. 


STANDARD 

STEEL   PRODUCTS 


Steeimnis  Sfeel  Sprin^^s 

Armai-u re  Shafts 
Rolled  Sfeel  Wheels 

STANDARD  STEEL  WORKS  COMPANY 

PHILADELPHIA,  PA. 

BRANCH    OFFICES 

CHICAGO    NEWYORK    PORTLAND   SAN  FRANCISCO   ST.LOUIS 

PITTSBURGH   HOUSTON    RICHMOND  STPAUL  MEXICO  CITY 

works:  burnham.pa. 


^iiiiiiiiiiiiiiMiiiiiriMiiiiiiMiriiiiiriiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiriiniMiiMitiiiifiimiiiiiiiniiniiiiiritiMiniMi'.< 


From  forest  to  you 

Prettyman  facilities  consist  not  only 
of  a  vast,  modern  creosoting  plant  for 
making  your  structural  timber  as 
everlasting  as  wood  can  be  made. 

They  include  everything  that  is  re- 
quired, from  the  careful  selection  of 
the  finest  timbers  from  Prettyman 
forests  to  the  loading  of  your  ship- 
ment, ready  for  use. 

CREOSOTED 

Railroad    Cross-ties;    Switch-ties;    Bridge 

Timbers;     Construction     Timbers;     Mine 

Timbers;    Lumber;     Piling;     Poles;     Posts 

and    other    Forest   Products 


Johnson  Fare  Box  Co. 

46JS  Ravenswood  Av*.,  Chicago,  III. 

iTnuMHiiiiiiiiiiiiiiimiimmiiiiiimmiii ■'•iiiiiimiiHiiiiiiiMiiiiimuiinimi 


1 1  JlPi'pltifman&Sons  I 

1  I      Vbod  Pre-rervir^  Plant 
1  I  Charleston,    X  C.  | 

iiiiiiiiiiiiiimiiiiiiiir      |iiiiiiiiimiiiiiiiMiiiiiiiiiiiiHiiiniiiiiiitiiiMiiHriiiniiiiiiiuiiiiiiiiitfiiiiiiinMiiMiHiiiiiiiiiHii)iiiHiiintiiiitiiiiiiiiiiiiiHiiiiiiiiiiiiiiii;= 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


37 


EARGHLIGHt  SECTION 

USED  EQUIPMENT  CS,  NEW— BUSINESS  OPPORTUNITIES 

UNDISP3LAYED— RATE  PER  WORD :                                               INFORMATION :  DISPLAYED— KATE  PER  INCH : 

fotUiau    WanUd.    i    cents    a   wotil.   mlnimujli  B^r    Kmnl,ert    in    care   of    .ny    of    our    omrK  \   12     'i   Injl!!! 'HJ    J?   JlS 

T5  conn  an  insertion,  payable   In  xirance.                     count  10  words  addUlonal  In  undlspUjeci  ads.  .     «   ,„   -^^   \nSiet'.'.'.'.'.  :'.'.','.'.'.'.'.    4!lO    aii  incli 

Porltitm*    Vacant    and   ill    other    da'islflcatlofl'i,  I}ixcinint  ot   10%    If   one  payment  Is   made   In  '         Rates  for  larger  Bpacea,  orjeariyrates.  oprequest. 

8  cents  a  word,  minimum  charee  »2.«»,                       advance    for    tour    consecutive    loiertioM    of  4b  mfwriwiin;   itieh    Is   measured  vertically   on 

PropOMtt,  49  cents  a  line  an  Inswtton.                            unUisplayed  ads   (not  including  proposals).  ono  column,  3  columns — 30  Inciies — to  a  page. 


POSITION     VACANT 


MANAGER:  for  prompt  engagement  with 
combined  electric  railway  and  motor  bus 
operation  in  east  central  state,  having 
fifty  miles  of  operation  ;  must  be  trained 
technician,  with  experience  in  dealing 
with  public  relationships  and  labor ;  reply 
with  full  particulars  covering  training, 
experience  and  references.  P-58,  Electric 
Railway  Journal,  1600  Arch  St.,  Phila.,  Pa. 


POSITIONS  WANTED 


EXECUTIVE  —  College  graduate  with  5 
years  proven  record  of  efficient  main- 
tenance of  bus  fleets,  wishes  good  con- 
nection. Familiar  with  Yellow-White, 
Plerce-Safeway,  Mack  and  Dodge.  Salary 
secondary.  PW-59,  Electric  Railway 
Journal,  Tenth  Ave.  at  36th  St.,  New 
York. 


GENERAL  superintendent  or  manager ; 
fifteen  years'  successful  experience.  PW- 
55,  Electric  Railway  Journal,  Tenth  Ave. 
at   36th   St.,    New    York. 


POSITIONS  WANTED 


SUPERINTENDENT  transportation  ;  wide 
experience,  successful  record,  city  and 
interurban  operation,  desires  position. 
High  grade  reference.  PW-60,  Electric 
Railway  Journal,  Tenth  Ave.  at  36th  St., 
New  York. 


SALESMAN   AVAILABLE 


SALES  executive,  formerly  Eastern  man- 
ager of  prominent  railway  equipment 
house,  seeks  a  connection  with  well  estab- 
lished company  desiring  to  increase  its 
railway  sales  and  be  adequately  repre- 
sented In  the  East ;  he  is  36  years  of  age, 
has  a  keen  mechanical  mind,  is  a  proven 
executive,  can  direct  a  sales  organiza- 
tion, understands  the  railway  equipment 
business  thoroughly  and  Is  well  known 
In  the  Industry ;  his  sa:les  contacts  include 
all  mechanical  executive,  purchasing 
agents,  shop  foremen,  etc..  In  both  the 
steam  and  electric  railway  field  in  addi- 
tion to  the  various  car  builders.  SA-57, 
Electric  Railway  Journal,  Tenth  Ave.  at 
36th  St.,  New  York. 


I tMIIIMMtMHIIIHIIIIIHtllHIIIItUMHHil^ 


I  FOB  SALE  I 

I  15  BIRNEY  SAFETY  CARS  I 

i  BrUl  Built  I 

I  West.   608  or   G.  E.  261  Motora  I 

I  Cars  Complete — Low  Price — Pine  Condition  | 

I  ELECTRIC  EQUIPMENT  CO.  | 

I  Commonwealth   Bldr..    Philadelphia.    Pa.  i 


aillHIItltttOllllli 


EARGHLIGHT 

ERVICE 

ECURES 

ATISFACTORY 

ALES 


.^•■■■ItMIHIIIIIIIItlllllllllMMIIKIMMMKMi 


CURTAIN  SUPPLY  CO. 

Moving  to  larger  office  same  buildingr  will 
sublet  present  otHee  583  square  feet  In- 
cluding private  office  all  over-looking 
Hudson  River. 

60   Church   St..   Hudson   Terminal   Bldg., 
New  York  City 


Saving  is  a  good  habit,  BUT — 

Why  Save  Things  Youll  Never  Use? 


WHY  let  Mother  Nature  grow  grass  between  the 
wheels  of  replaced  cars?  Why  pile  up  rails, 
shop  equipment,  power  plant  equipment,  line 
equipment,  car  appliances,  road  building  material,  etc., 
etc.,  you  will  never  use  again? 

TODAY  you  can  turn  them  over  at  a  fair  price.  To- 
morrow they  will  be — ^JUNK.  Is  it  not  the  better  part 
of  good  horse-sense  to  dispose  of  them  NOW? 

6000  other  electric  railway  men  will  see  your  advertise- 
ments of  used  or  surplus  equipment  and  materials  here — 
in  the  Searchlight  Section  of  their  business  paper. 

Some  of  these  men — officials  or  executives  of  other  lines 
in  other  parts  of  the  country  and  operating  under  diflFer- 
ent  conditions — can   use   what  you   no  longer  need.     For 


an  insignificant  investment  you  can  tell  these  others  what 
you  have.     And  they  will  buy. 

One  "Searchlight"  advertiser  wrote,  "We  can  cheerfully 
recommend  the  Searchlight  Section  as  a  wonderful 
medium  for  reaching  buyers  of  rails  and  equipment." 
Another — "The  strongest  proof  that  your  'Searchlight' 
finds  its  way  to  many  readers  is  shown  by  the  numerous 
letters   we   have   received   in   answer  to  our  recent  ad." 

Let  us  tell  you  the  cost  of  advertising  your  used  or  surplus 
equipment  and  materials  in  the  Searchlight  Section.  Just 
address   a   list   of  what  you   have   to   dispose   of  to  the 

Searchlight  Department 

ELECTRIC  RAILWAY  JOURNAL 

Tenth  Ave.  at  36th  St.,  New  York.  N.  T. 


aiiimiiiiiiiimiimiiiimiiiiiiiiiiiiiiiiiiiii iiiiiiiiimiin iiiiiiinmiiiiiiimi iiiiimiiniiiiiiiiiiiiiiiiiiiiiiiiim iiih ni iiiiiini iiiiiiiiin iiimiiiiiiiiiiiiiiiiiii iiiiiiiiiii iiiiniiiiiiiiiiiiiniMiiiiiiiii iiiiiiiiiiiiiiiiiiiinik. 


38 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


AdTertiBiiiE.  titreet  Car 

Collier.    Inc..   Barron   Q. 
Air    Brake* 

General  Electric  Co. 
WestinKbouae  Air  Brake  Co. 
Air  Springs 
Cleveland   Pneumatic    Tool 
Co. 

^chorSt  Guy 

Elec.  Service  SupDliee  Co. 
General  Electric  Co. 
Ohio    Brasb  Co. 
W«8ting)iouse  E.  *  M    Co. 
Armacb/e  3hop  Tooii 
Columbia    Moohine    Works 
Elec.    Service    Suopllea    Co. 
Automatic   Retnni   Switcn 
Standa 
Ramapo  Ajaz  Corp. 
Antomatie  Safety  Switch 

Stands 
Bamapo  AJax  Corp. 
Axles 
Bemis  Car  Truck  Co. 
Bethlehem    Steel   Co. 
Brill  Co..  The  J.  Q. 
Carnegrie  Steel  Co. 
Cincinnati   Car  Co. 
Illinois  Steel  Co. 
St.  Louis  Car  Co. 
Standard  Steel  Works 
Westinirhouse  E.  A  M.   Co. 
Axles     (Front,    Rear)     Motor 
Truck  Si   Passenger  Car 
Timken-Detroit  Axle  Co. 
Axles,   Trailer,   Motor   Bus 
Timken-Detroit  Axle  Co. 
Babbitting   Deviees 
Columbia    Machine     Works 
ft  H.  I.  Co. 
Badges  and  Buttons 
Elec.    Service    Supplies    Co. 
International    Register    Co. 
Barges,    Steel 

American  Bridge  Co. 
Batteries,    Dry 

Nlchols-Llntem  Co. 
Beartogs  and  Bearing  Hetals 
Bemis   Car   Truck   Co. 
Brill  Co.,   The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine  Works  ft 

M.  I.  Co. 
St.  Louis  Car  Co. 
Westinghouse  E.  ft  M.  Co. 
Bearings,  Ball 
Korma-Hoflman  I>earing8 
Corp. 
Bearings.    Center   and   Boiler 
Side 
Cincinnati  Car  Co. 
Columbia   Machine    WoAs 
Stuckl  Co..  A. 
Bearings,  Roller 
Norma-Hoffman  Bearings 
Corp. 
BeUs  and  Buzxers 
Consolidated   Car  Heating 
Co. 
Bells  and  Oongs 
Brill  Co..   The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine  Works  & 

M.  I.  Co. 
Elec.  Service  Supplies  Co. 
St.  Louis  Car  Co. 
Benders.     Rail 

Railwa.v    Trackwork    Co. 
Bod.v   Material.   HaskeUte 
Plymetl 
Haskelite  Mfg.   Corp. 
Bodies.    Bus 
Brill   Co..   The  J.   O 
Cummings  Car  &  Coach  Co. 
St.  Louis  Car  Co. 
Boilers 

Babcock  ft  Wilcox  Co. 
Bolts  8i  Nuts,  Track 

Illinois  Steel  Co. 
Bond    Testers 
American  Steel  &  Wire  Co. 
Ellectric  Service  Supplies  Co. 
Bonding     Apparatus 
American  Steel  ft  Wire  Co. 
Elec.    Service    SuppHes    Ca 
Ohio  Brass  Co. 
Railway    Trackwork    Co. 
Una  Welding  ft  Bonding  Co 
Bonds.    Rail 

American  Steel  ft  Wire  Co. 
Elec.  Service  Shipplies  Co. 
General  Electric  Co. 
Ohio  Brass   Co. 
Railway    Trackwork    Co. 
Dna  Welding  ft  Bonding  Co. 
Westinghouse  B    ft  M.  Co. 
Book   Publishers 

McGraw-Hill  Book  Co. 
Brackets     and     Cross     Amu 
(See     also     Poles.      Tie*. 
Posts,  etc.) 
American  Bridge  Co. 
Bates   Expanded   Steel 

Truss  Co. 
Columbia   Machine    Works 
Elec.    Ry.    Equipment    Co. 
Elec.  Service  Supplies  (3o. 
General  Electric  Co. 
Hubbard  ft  Co. 
Ohio  Brass  Co. 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric  Railway  Industry 
with  Names  of  Manufacturers  and  Distributors  Advertising   in  this   Issue 


Brake  Adjasten 
Brill   Co..   The  J.  Q 
Cincinnati  Car  Co. 
National   Ry.   Appliance  Co. 
Westinffbouse   Tr.   Br.   Co. 
Brake  Lining,  Asbestos 
Johns-Manville  Corp. 
ttrake   Miues 
American    Brake    Shoe    ft 

Foundry    Co, 
Bemia    Car   Truck   Co. 
BriU    Co..    The  J.   G. 
St.   Louis  Car  Co. 
Taylor  Electric  Truck  Co. 
Brake  Testers 
National  By.  Appliance  Co. 
Brakes.    Brake    fiTstcms    and 
Brake   Parts 
Bemis   Car  Truck   Co 
Brill   Co..   The  J.   Q. 
Cincinnati  Car  Co. 
Columbia    Machine     Works 

&  M.  I.  Co. 
General    Electric  Co. 
National    Brake    Co. 
St.  Louis  Car  Co. 
Westinjrhouse    Tr.    Br.    Co. 
Brakes,  Magnetic  Rail 

Cincinnati  Car  Co. 
Bridges,  Steel 

American  Bridge  Co. 
Brashes,    Carbon 
Greneral   Electric  Co. 
Jeandron.    W.   J. 
LeCarbone  Co. 
Morganite  Brush  Co. 
Westinghouse  E.  &  M.  Co. 
Brushes,   Graphite 

Morgauite  Brush  Co. 
Brushholders 
Columbia  Machine  Workt 
General  Electric  Co. 
Bnildings,  Steel 

American  Bridge  Co. 
Building  Materials,  Fireproof 

Johna-Manville  Corp. 
Bulkheads 

Haskelite  Mfg.   Corp. 
Bunkers,  Coal 

American  Bridge  Co. 
Bases 
Cummings  Car  &  Coach  Co. 
General  Electric  Co. 
International    Motor    Co.. 
Mack  Trucks 
Bus  Lighting 

National  Ry.  Appliance  Co. 
Bushings.     Case     Hardened 
and    Manganese 
Bemis  Car  Truck  Co. 
Brill   Co..   The  J.   G. 
Cincinnati  Car  Co. 
Columbia    Machine     Works 
St.  Louis  Car  Co. 
Cables     (See    Wires    and 

Cables) 
Cambric    Tapes.    Yellow    and 
Black    Vnrnish 
General  Electric  Co. 
Irvington    Varnish    &    Ins. 
Co. 
Carbon    Brushes    (See 

Brushes.    Carbon) 
Car    Lighting    Fixtares 

Elec.  Service   Supplies  Co. 

Car    Panel    Safety    Switches 

Consolidated    Car    Heating 

Co. 
Westinghouse  E    A  AC.  Co. 
Car  Steps,  Safety 
Cincinnati  Car  Co. 
Irving  Iron   Works 
Car  Wheels,  Boiled   Steel 

Bethlehem   Steel   (To. 
Cars,    Ihimp 
Brill    Co..   The  J.   G. 
Differential    Steel    Car    Co. 
St.  Louis  Car  (To. 

Cars,   Gas-Electric 

Brill  Co..    The  J,  G. 

General  Electric  Co. 

Westinghouse  B.  &  M.  Co. 
Cars,  Gas,   Rail 

Brill   Co..   The  J.   G. 

St.  Louis  Car  Co. 
Cars,     Passenger.    Frelsht. 
Express,  et«. 

American  Car  Co. 

Brill  Co..   The  J.  G. 

Cincinnati    Car   Co. 

Cummings  Car  &  (3oach  Co. 

Kuhlman  Car  Co..  Q.  C. 

St.  Louis  Car  Co. 

Wason    Mfg.   Co. 
Cars.  Second  Hand 

Electric   Equipment  Co. 
Cars.     Self-Propelled 

Brill   Co..   The  J.  G. 
Cssttnrs.   Brass   Composition 
or  (;opper 

Cincinnati  Car  Co. 
Columbia  Machine  Works  & 
H.  I.  Co. 


Castings.     Gray    Iron    and 
Steel 
American  Bridge  Co. 
American  Steel  Foundries 
Bemis    Car    Track    Co. 
Columbia  Machine  Works  & 

M.   1.   Co. 
St.  Louis  Car  Co. 
Standard   Steel   Works 
Castings,    Malleable    St    Brass 
bemis    Car    Truck    Co. 
Columbia  Machine  Works  & 

M.  1.  Co. 
St.  Louis  Car  Co. 
Catchers   and    BetrieTers, 
Trolley 
Elec.    Service    Supplies    Co, 
Ohio  Brass   Co. 
Wood   Co..    Chas     N. 
Ca  lenury    Constrnctlon 

Arnhbold-Brady    Ck>. 
Ceiling    Car 

Haskelite   Mfg.    Corp. 
Ceilings  Plywood  Panels 

Haskelite   Mfg.    Corp. 
Cements,    High    Temperature 

Johne-Manville  Corp. 
Chairs,  Parlor  Car 

Heywood    Wakefield   Co. 
Change  Carriers 
Cleveland    Fare    Box    Co. 
Rlectrfr-  Service  Supplies  Co 
Change  Trays 

Cincinnati  Car  Co. 
Circuit -Breakers 
General    Electric  Co. 
Westinghouse  E.  St  M.  Co. 
Clamps    and    Connectors    fpr 
Wires    and    Cables 
Columbia  Machine  Works 
Elec.    Ry.    Equipment    Co. 
Elec.    Service    Supplies    Co. 
Hubbard  St  Co. 
Westinghouse  E.  St  M.  Ck>. 
Cleaners 

Oakite   Products   Co. 
Cleaners  and   Scrapers  Track 
(See      also      Snow-Plows. 
Sweepers  and  Brooms) 
Brill  Co..  The  J.  G. 
C^cinnatl    Car    Co. 
Ohio  Braes  Co. 
St.  Louis  Car  Co. 
Clutches 

Long  Mfg.  Co. 
OoU  Banding  and  Winding 
Machines 
Columbia  Machine  Works  A 

M.  L  Co. 
Elec.    Service    Supplies    Co . 
Westinghouse   E.    St   M.    Co. 
Coils.   Armature  and   Field 
Columbia  Machine  Works  ft 

H.  I.  Co. 
Cieneral   Electric  Co. 
Westinghouse  E.  ft  M.  Co. 
Colls.    Choke   and    Kicking 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Westinghouse  E    ft  M    Co. 
Coin    Changers 

Johnson  Fare  Box  Co. 
Coin    Counting    Machines 
Cleveland    Fare    Box    Co. 
International    Register   Co. 
Johnson  Fare  Box  Co. 
Coin     Sorting     Machines 
Cleveland    Fare    Box    Co. 
Johnson  Fare  Box  Co. 
Coin  Wrappers 

Cleveland    Fare   Box    Co. 
Commutator    Slotters 
Columbia    Machine    Works 
Elec.    Service    Supplies    Co. 
Westinghouse    E.    ft   M.   Co. 
Wood    Co..    Chas.   N. 
rommutators  or  Farts 
Columbia  Machine  Works  ft 

M.  I.  Co. 
General   Electric  Co. 
Westinghouse  E.  ft  M.  Co, 
Compounds,  Insulating 
Johns-Manville  Corp. 
Compressors,    Air 
General  Electric  Co, 
Westinghouse   Tr.   Br.   Co. 
Condensers 
(Jeneral   Electric  Co. 
Westinghouse  E.  ft  M.  Co, 
Condensor   Papers 
Irvington    Varnish    ft    Ins. 
Co. 
Conduits,  Fibre 
Fibre  Conduit  Co. 
Johns-Manville  Corp. 
Conduit   Duct,    TJnderfloor 

Johne-Manville  Corp. 
Connectors,    Solderless 

Westinghouse  E.  ft  M.  Co. 
Connectors.  Trailer  Car 
Columbia   Machine    Works 
Consolidated   Car    Heating 

Co. 
Elec.   Service  Supplies  Co. 
Ohio   Brass  Co. 


Controllers    or    Parts 
Columbia  Machine  Works  ft 

M.  L  Co. 
General    Electric  Co. 
Westinghouse  E.  ft  M.  Co. 
Controller     Regulators 

Elec.    Service   SuDplles'Co. 
Controlling    ^<y8tems 
General    Electric    Co. 
Westinghouse  E.  ft  M.  Co. 
Converters,    Rotary 
General    Electric    Co. 
Westing-house  E.  ft  M.  Co. 
Conveying  &   Hoisting 
Machinery 
American  Bridge  Co, 
Copper    Wire 
American    Brass   Co 
American  Steel  &  Wire  Co. 
Anaconda     Copper    Mining 
Co. 
Copper      Wire      Instruments. 
Measuring,      Testing      and 
Recording 
American    Brass    Co. 
Anaconda  Copper  Mining  Co. 
Cord,    Bell,    Trolley.   Beglster 
American  Steel  ft  Wire  (3o. 
Brill   Co..  The  J.  G. 
Elec.    Service   SuppUes   Co. 
International  Register  Co. 
Roebling's  Sons  (^..  John  A. 
St.  Louis  Car  Co- 
Samson  Cordage  Works 
Silver  Lake  Co. 

Cord    Connectors    and 
Couplers 

Elec.  Service   Supplies  0>. 

Samson  Cordage  Works 

Wood  Co..  Chas.  N. 
Couplers.  Car 

American  Steel  Foundries 

Brill  Co..  The  J.  G. 

Cincinnati    Car    Co 

St.   Louis  Car  Co. 

Ohio   Brass  Co. 

Westinghouse  Traction 
Brake  Co. 
Cowl    Ventilators 

Nichols-Llntem  Co. 

Cranes.  Hoists  ft  Lifts 

Electric  Service  Supplies  Co. 
Cross  Arms    (See  Brackets) 
Crossing  Foundations 

International  Steel  Tie  Cq. 
Crossings 
Bamapo  Ajax  Corp. 
Wm.  Wharton,  Jr.  ft  Co. 
Crossings.  Frogs  ft  Switches 
Ramapo  AJax  Corp. 
Wm.  Wharton.  Jr.  ft  Co. 
Crossings,   Manganese 
Bethlehem   Steel  Co. 
Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  ft  Co. 
Crossings,  Track    (See  ^aek 

Special  Work) 
Crosfllnrs.  Trolley 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse   E.  ft  U.  Co. 
Curtains  ft   Curtain   Fixtures 
Brill  Co..  The  J.  G 
Edwards    Co.,    Inc..    &   M 
St.  Louis  Car  Co. 
Cutting  Apparatus 
Electric    Railway    Improve- 
ment 
General  Electric  Co. 
Ohio  Brass  Co. 
Railway  Trackwork  Co. 
Una  Welding  ft  Bonding  Co. 
Westinghouse    Electrical    & 
Mfg.  Co, 

Dealer's  Machinery  A  Second 
Hand   Equipment 

Electric  Equipment   Co. 
Deralllnic    Devices     (See    also 

Track   Work) 
Derailing  Switches 

Ramapo  Ajax  (3orp. 
Destination    Signs 

Columbia  Machine  Works  ft 
M.  I.  Co. 

Elec.  Service  Supplies  Co. 
Detective  Service 

Wish-Service.  P.  Edward 
Door  Operatlnr  Derlees 

Brill    Co..    The   J.   Q. 

Cincinnati  Car  Co. 

Consolidated  Car  Healing  Co. 

National  Pneumatic  Co. 
Doors  ft  Door  Fixtures 

Brill   Co.^  The  J    G. 

fJIndnnatl  Car  Co. 

Edwards    Co.,    Inc..    ft    M. 

Hale-Kilbum  Co. 

St.  Louis  Car  Co. 


Duurs,    Folding    Vestlbolo 
National  Pneumatic  (Jo. 
Drills,    Track 
American  Steel  ft  Wire  Co. 
Electric  Service  Supplies  Co. 
Ohio  Brass  Co. 
Dryers.  Sand 
Electric  Service  Supplies  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 
Ears 
Columbia   Machine   Works 
ft  M.  I.  Co. 

Electric  Service  Supplies  Co. 
General  Electric  C3o. 
Ohio   Brass    Co. 
Westinghouse  E.  ft  M.  Co. 
Electric  Grinders 

Railway  Trackwork  Co. 
Electric  Rivet  Heaters 

American  Car  &  Fdry.  Co. 
Electric  Transmission  Towers 

American  Bridge  Co. 
Electrical    Wires  and   Cables 
Amer.  Electrical   Works. 
American  Steel  ft  Wire  (To. 
John  A.  Roebling's  Sons  Co. 
Electrodes,  Carbon 
Railway  Trackwork  Co. 
Una  Welding  ft  Bonding  Co. 
Electrodes,  Steel 
Railway  Trackwork  Co. 
Una  Welding  ft  Bonding  Co. 
Enamel 
Du    Pont    de    Nemours    ft 
Co.,   E.  I. 
Engtneers,    Consultinc    Coo- 
tractlog   and    Operatioc 
Beeler,  John   A. 
Byllesby  Co.,  H.  U. 
Day    ft    Zimmermann.    Inc. 
Palle  ft  Co..  E.  H. 
Ford.   Bacon  ft  Davis 
Hemphill   ft  Wells 
Hoist.   Engelhardt  W, 
Jackson.    Walter 
Kelker  ft   DeLeuw 
Linn  ft  Uarshall  Co. 
McClellan   6t  Junkersfeld 
Richey.  Albert  S. 
Sanderson   ft  Porter 
Stevens  &   Wood 
Stone  ft  Webster  Co. 
White  Eng.  Corp.,  The  J.  9 
Bd^cs,    Gas.    Oil    or    Stoam 
Westinghouse   E.    ft  H.  Co 
Exterior  Side  Panels 

Haskelite   Mfg.    Corp. 
Fare    Boxes 
Cleveland  Fare  Box  Co. 
Johnson  Fare  Box  Co. 
Ohmer  Fare   Register  Co. 
Percy  Mfg.  Co. 
Fare   Registers 
Electric  Service  Supplies  Co 
Johnson  Fare  Box  Co. 
Ohmer  Fare  Register  Co. 
Fctnces,  Woven  Wire  ft  Fence 
Posts 

American  Steel   ft  Wire  Co 
Fenders  and   Wheel  Guardto 
Brill  Co..   The  J.  G. 
Cincinnati  Car  (3o. 
Consolidated  Car  Fender  Co 
St.   Louis  Car  Co. 
Star  Brass  Works 
Wood  Co..  Chas.  N. 
Fibre  and  Fibre  Tubing 

Westinghouse  E.  ft  M.  Co. 
Field  CoUs    (See  Coils) 
Floodlights 
Electric  Servicfl  Sntiplies  Co 
General  Electric  Co. 
Floor.   Sub 

Haskelite   Mfg.    Corp. 
Flooring,   Monolithic 

Johns-Manville  Corp. 
Flooring.  Fireproof 
Irving  Iron   Works 
Flooring,   Non    Slipping 

Irving  Iron   Works 
Flooring.  Open  Steel 
Irving  Iron   Works 
Flooring,    Steel,   Subway 

Irving'   Iron   Works 
Flooring,  Ventilating 
Irving   Iron  Works 
Floors 
HaskeUte  Mfg.   Corp- 
Forgings 

Brni  Co..  The  J.  Q. 
Cincinnati  Car  Co. 
Standard  Steel  Works 
Frees  ft  Crossings.  Tee  Ball 
Bethlehem   Steel   Co. 
Ramapo   Ajax   Corp. 
Wm.  Wharton.  Jr.  ft  Co. 
Frogs,     Track      (See     Track 

Work) 
Frogs.    Trolley 
Electric  Service  Supplies  Co 
General  Electric  Co. 
Ohio  Brass  Co. 
Wpptinrh*^npe  E.  A  M    Co. 
Furnaces,  Electric  Steel 
Melting 
American  Bridge  Co. 
Fuses   and  Fuse  Boxes 
Columbia  Machine  Works  ft 
M.  I.  Co. 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


39 


American  Bridge  Company 

Empire  Building— 71  Broadway  New  York,  N.  Y. 

Is/lanufactiirers  of  Steel  Structures  of  all  classes 
particularly  BRIDGES  AND  BUILDINGS 

ALSO   STEEL  BARGES   FOR  HARBORS   AND   RIVERS,  STEEL  TOWERS 
FOR  ELECTRIC  TRANSMISSION,  HEROULT  ELECTRIC  FURNACES,  ETC. 


NEW  YORK.N.Y. 
Philadelphia,  Pa. 
Boston.  Mass. 
Baltimore,  Md. 


SALES    OFFICES: 

Pacific  Coast  Representative: 
U.S.  Steel  Products  Co., 
Pacific  Coasr  Dept. 
San  Francisc6,  Cal,  Portland.  Ore. 

Lor  Angeles,  Cal.  Seattle,  Wash- 

Export  Representative:     United  States  Steel  Products  Co,,  30  Church  Street,  New  York. 


PITTSBURGH,  PA. 
Cincinnati,  Ohio 
Cleveland,  Ohio 
Detroit,  Mich. 


CHICAGO,  ILL. 
St.  Louis,  Mo.  Duluth,  Minn. 

Denver,  Colo,  Minneapolis,  Minn. 

Salt  Lake  City.  Utah 


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Lorain  Special  Trackwork  | 

Girder  Rails  f 

Electrically  Welded  Joints  | 

THE  LORAIN  STEEL  COMPANY  | 

Johnstown,  Pa.  § 

Salet  OfRcet:  | 

Atlanta  Chicago  Cleveland  New  York  I 

Philadelphia  Pittsburgh  Dallas  | 

Pacific  Coamt  Representative:  1 

United  State*  Steel  Product!  Companr  1 

Los  Angeles  Portland  San  Francisco  Seattle  | 

Export  Repreeentative:  | 

United  States  Steel  Products  Company,  New  York,  N.  Y.  | 


TISCO 

MANGANESE  STEEL 

SPECIAL  TRACKWORK 


Wharton   Tisco  Manganese  Steel  Trackwork  I 

will  help  you  hold  the  up-keep  down,  | 


WM.  WHARTON  JR.  &  CO.,  Inc. 

Easton,  Penna. 


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B.  A.  HEGEMAN,  Jr..  Preildent        H.  A.  HEQBMAN,  First  Tlc«-Prel.  and  TrMl. 
F.  T.  SABGENT,  Secretary  W.  C.  PETERS,  Tlce-Prei.  Salei  and  Entlneerlni 

National  Railway  Appliance  Co. 

Graybar   Building,   4!30   Lexington   Ave..   New   York 

BRANCH   OFFICES 

Munsey  Bids.,  Washington,  D.  C.  100  Boylston  St.,  Boston.  Mass. 

Hegeman-Castle  Corporation.  Railway  Excliange  Building,  Chicago.  HI. 


RAILWAY  SUPPLIES 


Kalamazoo  Trolley  Wheels 

The  value  of  Kalamazoo  Trolley 
Wheels  and  Harps  has  been 
demonstrated  by  large  and  small 
electric  railway  systems  for  a 
period  of  thirty  years.  Being 
exclusive  manufacturers,  with 
no  other  lines  to  maintain,  it  is 
through  the  high  quality  of  our 
product  that  we  merit  the  large 
patronage  we  now  enjoy.  With 
the  assurance  that  you  pay  no 
premium  for  quality  we  will 
appreciate  your  inquiries. 

THE  STAR  BRASS  WORKS 

KALAMAZOO,  MICH.,  U.  S.  A. 

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Tool   Steel   Gears   and   Pinions 
Ang-lo-American     Varnish    Co., 

Varnishes,  Enamels,  etc. 
National  Hand  Holds 
Genesee  Paint  Oils 
Dunham    Hopper    Door    Device 
Garland   Ventilators 
Walter  Tractor  Snow  Plows 
Feasible  Drop  Brake  Staffs 


Co.. 


Ft.  Pitt  Spring   &  Mfp. 

Spring's 
Flaxlinum  Insulation 
Anderson  Slack  Adjusters 
Economy  Electric  Devices  Co. 
Power  Savinff  and  Inspection 
Meters 

"Topeseald"  Lamps 
Bus  Lighting  Equipment 
Cowdry  Automotive  Brake 

Testing  Machine 


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AMELECTRIC  PRODUCTS 
BARE  COPPER  WIRE  AND  CABLE 


TROLLEY  WIRE 


Beg.  D.  S.  Pat.  Office 


WEATHERPROOF  WIRE 
AND  CABLE 

PAPER  INSULATED 
UNDERGROUND  CABLE 

MAGNET  WIRE 


AMERICAN  ELECTRICAL  WORKS 
PHILLIPSDALE,  R.  I. 

Clilcaso.    20-32    Weit   Randolpb   Street. 
Cincinnati.   Traction  Bldl. :  New  Tork.   100  E.   42nd  8t. 

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Bethlehem  Products  for 
Electric  Railways 

I  Tee   and    Girder    Rails;    Machine   Pitted   Jointi; 

I  Splice   Bars;    Hard   Center   Froja;   Hard   Center 

§  Mates;  Rolled  Alloy  Steel  Crossings;  Abbott  and 

I  Center  Rib  Base  Plates;  Rolled  Steel  Wheels  and 

I  Forged  Axles;  Tie  Rods;   Bolts;  Tie  Plates  and 

I  Pole  Line  Material. 

I  Catalog  Sent  on  Request 

I       BETHLEHEM    STEEL    COMPANY,    Bethlehem,    Pa.       1 

I  BETHLEHEM  I 

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40 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


Ck>iisolldated  Car  Hemtlns  Co 
Ueneral  Electric  Co. 
WeatinrbouTC  B.  *  M.  Co. 
Ga8  Electric  Drive  for  Bnsefl 

General  Electric  Co. 
OMketa 

Westinrhouae  Tr.  Br.  Co. 
Gaskets.  Asbestos 

Johna-Manville  Corp. 

Om  Prodncers 

Westinghouae  E.  A  JC.  Co 
Galei,  Car 
BrUl  Co..  The  J.  O. 
CiDclnnati  Car  Co. 
St.  Lioula  Car  Co. 

Gear  Blanks 

Brill  Ca..  The  J.  G. 
Standard  Steel  Works 

Gear    Cases 

ChillinKworth  Mlg.Co. 

Columbia  Machine  Works  A 
M.  1.  Co. 
Electric  Service  Supplies  Co 

WestloEbouse  E.  &  M.  Co. 
Gears  and  Pinions 

Bemis  Car  Truck  Co, 

Columbia  Machine  Works  A 
M.  I.  Co. 

Electric  Service  StippUes  Co 

General  Electric  Co. 

Natl  Kj.  Appliance  Co. 

Tool    Steel    Gear    &    Pinion 
Co. 
Generators 

General  Electric  Co. 

WesUnihouse  £.  *  M.  Co. 
Girder  Balls 

Bethlehem  Steel  Co. 

Ixfam  Steel  Co. 
OonKB  (See  Bells  and  Oonss) 
Grating,  Steel  Subway 

Irving:   Iron   Works 
Greases   (See  Lnbrieanta) 
Grinders,  Portable 

Kaiiwaj  Trackwork  (>>. 
Grinders.  Portable  Eleetrte 

Railway  Trackwork  Co. 
GrlndinK   Bricks  and   Wheels 

Jiatlway  Trackwork  Co. 

Gaard   Ball  Clamps 

Hamapo     Ajax    Corp. 

Guard    Kalis,   Tee   Bail   * 
Alunsanese 

Ramapo   Ajax   (Torp. 

Wm.  Wbarton.  Jr.  *  Co. 
Gourds,  Trolley 

Elec.   Service  Supplies  Co. 

Ohio    Brass    Co. 
Harps,   Trolley 

Ck>lumbia  Machine  Works 

Elec.   Service  Supplies  Co. 

Star  Brass  Works 
HeudllEhts 

Elec.   Service  Supplies  (3o. 

General    Electric    Co. 

Ohio    Brass   Co. 

St.  Louis  Car  Co. 
HpRilllnInK  „     .       . 

Columbia  Machine  Works  A 
M.   I.  Co. 

Haskelite   Mfg.    Corp. 

Beaters,   Bus 
Nlchols-Lintem  Co. 


Heaters.    Car    (Electric) 
CJonsolldated  Car  Heating  Co. 
Gold   Car   Heat.   *   Ltg.   C!o. 
Railway  Utility  <3o. 
Smith   Heater   O..   Peter 

Heaters,  Car,  Hot  Air  and 
Water 
Smith  Heater  (3o.,  Peter 
Hentrrs,   Car   Stove 
Smith    Healer   Co..   Peter 
Beaters.     Electric     Rivet 

American  Car  &  Fdry.  Co. 
Helmets.  Welding 
Railway  Trackwork  Co. 
Dna  Welding  &  Bonding  Co. 
Hoists   A    U(U 
Columbia  Machine  Works  & 
M.  I.  Co. 
Hose,    Bridges 
Ohio   Brass  Co. 
Hose,  Pneumatic 
Westlnghouse    Traction 
Brake  Co. 
Instruments,     Heasnrlng, 
Testing   and    Recording 
American  Steel  *  Wire  Co. 
General    Electric    Co. 
National  By.  Appliance  Co. 
Westlnghouse  E.  &  M.  Co. 
Insulating   (3ath,   Paper  and 
Tape 
(Jeneral   Electric  Co. 
Irvlngton  Varnish  tt  Ins. 

Co. 
Okonite  Co. 

Okonite-Callender  Cable  C!o. 
Westlnghouse  E.  A  M.  Co. 
Insulating    Silk 
Irvlngton  Varnish  h  Ins. 
Co. 
Insulating  Varnishes 
Irvlngton  Varnish  &  Ins. 
Os. 


Hose.  Pneumatie 

Westlnghouse    Traction 
Brake  Co. 
Insolation    iSee  also  Paints) 
Electric  Ry.  Equipmeul  KAt. 
Elec.   Service    Supplies   (To. 
irvingtun    Varnish   A  ins. 

Co. 
Okonite  Co. 

UkunlteCallender  Cable  Co. 
Westinghuuse  E.  *  M.  (Xj 
Insulation,   Paper   &   Boiler 

Johns-Manville  Corp. 
Insulation  Slots 
irvlngton   Varnish   A  Ins. 
C!o. 
Insulator  Pins 
Elec.  Service  Supplies  Co. 
Hubbard    &    Co. 
Ohio   Brass  Co. 
Insulators   (See  also  Line 
Materials) 
Elec.    Ry.   Equipment   C!o. 
Elec.  Service  Supplies  Co, 
General   Electric   Co. 
Irvlngton    Varnish   A  Ins. 

Co. 
Ohio  Brass  Co. 
Westlnghouse  B.  A  It.  Co. 
Interior    Side    Linings 

Haskelite   Mfg.    Corp. 

lacks   (See  also  Cranes, 

Hoists  and    l.lfui 

Blaclihawk  Mlg.  Co. 

Columbia  Machine  Works  A 

M.  I.  Co. 
Elec.   Service   Supplies  (3o. 
Joints,    Ball 

(See  Bail  JoInU) 
lonrnal  Boxes 
Bemls  Car  Truck  0>. 
Brill  Co..  The  J.  O. 
(Ttndnnatt  Car  (^. 
St.  Ix>uis  Car  Co. 
Lacquer  Finishes 
Dii    Pont   de    Nemours    A 
Co..  E.  I. 
Lamp  Guards  and  Fixtures 
Elec.    Service    Supplies   Co. 
WeBtinghouse  E.  A  M.  (3o. 
l,amps.    Arc    A    Incandescent 
(See  ilso  BeadllghU) 
General    Electric   Co. 
Westlnghouse  E.  A  M.  Co. 
Lamps.  Signal  and  Marker 
Elec.  Service   Supplies  C\). 
Nichols-Llntem  Co. 
Lanterns.  ClasslflcatloD 

Nlchols-Lintem  Co. 
Letter    Boards 
Cincinnati  Car  Co. 
Haskelite   Mfg.    Corp. 
Lighting  Fixtures,  Interior 
Electric  Service  SuppUea 
Co. 
Lightning  Protection 
Elec.   Service  Supplies  Co. 
General    Electric   (^o. 
Westlnghouse  E.  A  M.  Co. 
Line  Material   (See  also 
Brackets,   Insulators, 
Wires,    etc.) 
Archbold-Brady  Co. 
Electric  Ry.  Equipment  (3o. 
Elec.   Service   Supplies  Co. 
General  Electric  Co. 
Hubbard    A   Co. 
Ohio    Brass   Co. 
Westlnghouse  £.  A  M.  (^. 


Nuts  and  Bolts 

Bemis   Car  Truck   (3o. 

Cincinnati  Car  0>. 

Hubbard  A  Co. 
Ulls    (See  LubrlcanU) 
Omnibuses    (See  Bases) 
Oxy-Aeetylene    (See  (Tatting 

Apparatus) 
Packing 

Westlnghouse  Traction 
Brake   Co. 

Packing,  Asbestos 

Johns-Manville  Corp. 
Paint 

Du    Pont   de    Nemours    & 
Co..  E.  I. 
Paint,  Iron  Preservation 

Johns-Manville  C^orp. 
Painu    and    Varnishes 
(Insulating) 

Elec.   Service  Supplies  Co. 

Irvlngton  Varnish  A  Ins. 

Co. 
Paints  A  Varnishes.  Railway 

National  Ry.  Appl<ance  Co. 
Panels.  Outside.  Inside 

Ha.skelite   Mfg.    Corp. 
Pickup.   Trolley    Wire 

Elec.    Service    Supplies    O). 

Ohio  Brass  Co. 
Pinion  PuUers 

Elec.   Service  SuppUes  Co. 
Wood    Co..    Chas.    N. 

Pinions    (See   Gears) 
Pins.   Case   Hardened.    Wood 
and    Iron 

Ohio  Brass  Co. 
Westlnghouse  Traction 
Brake  Co. 


Locking  Spring  Boxes 
Wm.  Wharton.  Jr.   A  Co. 

Locomotives.    Eleetrte 

Cincinnati  Car  Co. 

Cumniings  Car  A  Coach  Co. 

(Jeneral  Electric  Co. 

St.  Louis  Car  Co. 

Westinghuuse  E.  A  M.  (^. 
Lubricating   Engineers 

Universal    Lubricating    Co. 
Lubricants,  Oil  and  Grease 

Universal    Lubricating    (k). 
Manganese   Parts 

lemis  Car  Truck  Co. 
Manganese  Steel  Guard  Balls 

Ramapo   Ajax  Corp. 

Wm.   Wharton  Jr.  A  Cto. 
Manganese     Steel,     Special 
Track  Work 

Bethlehem    Steel   Co. 

Wm.   Wharton.  Jr.   A  Co. 
Manganese  Steel  Switches, 
Frogs   and   Crossings 

Bethlehem   Steel  Co. 

Ramapo    Ajax   Corp. 

Wm.  Wharton.  Jr.  A  Co. 
.Meters  (See  Instruments) 
Mirrors,  Inside  A  Outside 

(Cincinnati  Car  Co. 
Motor  Bases    (See  Bases) 
Motors,  Electric 

General    Electric   Co. 

Westlnghouse  E.  A  M.  Co 
Motor,  Generators  A  Controls 
for  Electric  Buses 

General  Electric  Co. 
Motorman's    Seats 

Brill   Co..   The  J.   O. 

Cincinnati  Car  Co. 

Elec.   Service  Supplies  Co. 
Heywood  Wakefield  Co. 

St.  Louis  Car  Co. 

Wood  Co.,  (3has.  N. 


Pine  Fittinn 

Standard   Steel   Works 
Westlnghouse  Tr.  Brake  Co. 
Planers   (See  Machine  Tools) 
Plates  for  Tee  Bail  Switches 

Ramapo   Ajax  Corp. 
Pliers,  Robber  Insulated 

Elec.   Service   Supplies  Co. 
Plywood   Roofs,   Hradlinlngs, 
Floors,    Interior    Panels. 
Bulkheads.   Truss    Planlcs 
Haskelite    Mfg.   Corp. 
Pole  Line   Hardware 
Bethlehem   Steel    Co 
Elec.   Service  Supplies  (^. 
General  Electric  Co. 
Ohio   Brass  Co. 
Pole    Reinforcing 
Hubbard  A  Co. 
Poles,    .^letal   Street 
Bates  Expanded  Steel 

Truss  Co. 
Elec.  Ry.   Equipment  (3o. 
Hubbard   A  Ck). 
Poles.    Ties,   Posts,   Piling   I 
Lumber 
American  Creosoting  Co. 
Naueie   Pole  A  Tie  Co. 
J.  F.  Prettyman   A  Son 
Poles  and  Ties,  Treated 
American  Creosoting  Co. 
J.  P.  Prettyman  A  Son 
Poles,  Trolley 

Elec.   Service  Supplies  Co. 
Poles,  Tabular  Steel 
Elec.   Ry.    Equipment   (3o. 
Elec.  Service  Supplies  (Jo. 
Portable   Grinders 

Railway  Trackwork  (ki. 
Potheads 
Okonite    Co. 

Okonite-Callender  Cable  Co. 
Inc. 

P^twer   Houses 

American  Bridge  Co. 
Power    Saving    Devices 

National  Ry.  Appliance  Co. 
Pressings,  Special  Steel 

Cincinnati  Car  Co. 
Pressure  Regulators 

General   Electric    Ck>. 

Westlnghouse  E.  A  M.  Oo. 

Westlnghouse    Traction 
Brake  Co. 
Punches.  Ticket 

International   Register  (k). 

Wood   (k)..   CSias.   N. 
Pyroxylin 

Du    Pont   de    Nemours    A 
Co..  E.  I. 
Radiators 

Long  Mfg.  Co. 
Bail    Braces    and    Fastenings 

Ramapo    Ajax   Corp. 
Rail  Grinders   (See  Grinders) 
Rail   Joints 

Carneffie   Steel   Co. 

Illinois  Steel  Co. 

Rail   Joint   Co. 
Rail  Joints,  Welded 

Lorain  Steel  Co. 
Rail    Welding 

Railway  Trackwork   Co. 

Dna  Welding  A  Bonding  Co. 
Rails,  Steel 

Camerie   Steel  Co. 

Illinois  Steel  Co. 
Railway  Safety  Switches 

(Consolidated  Car  Heating 
Co. 

Westlnghouse  E.   AM.   (k>.  I 


Kattan 

Brill  Co..  The  J.  G. 
Cummings  Car  A  Coach  Co. 

Elec.    Service   Supplies  0«. 

Hale-Kilbum  Co. 
Heywood  Wakefield  Co. 

St.  Louis  Car  Co. 
Registers   and    Fittings 

Brill  Co..  The  J.  G. 

(^cinnati  Car  (io. 

Elec.  Service  Supplies  Co. 

International    Register    Co. 

Ohmer  Fare  Register  Co. 

St.   Louis  Car  CkJ. 
Reinforcement,   Concrete 

American  Steel  A  Wire' Co. 

Bethlehem    Steel    Co. 

Carnegie   Steel   Co. 
Repair  Shop  Appliances   (See 
also    Coil    Bunding   and 
Winding  .Machines) 

Elec.    Service   Supplies   Co. 
Repair   Work    (See   also 
Coils) 

Westlnghouse  E.  A  M.  (3o. 
Replacers.   Car 

Cincinnati  Car  Co. 

Elec.  Service  Supplies  Co. 
Resistances 

Consolidated  Car  Heating 
Co. 

General  Electric  Co. 
Resistance.  Wire  and  Tnbe 

Westlnghouse  E.   A  M.  Co. 
Retrievers.   Trolley    (See 

Catchers  and  Retrleven 

Trolley) 

Rheostats 

General    Electric   Co. 
WestinghfiUBp  E.  A  M.  Co. 
Rivet  Heaters.  Electric 

American  Car  A  Fdry.  Co. 
Rooflng.  .Asbestos    (Corrugat- 
ed A  Fiat) 
Johns-Manville  Corp. 
Roofing.    Car 

Haskelite  Mfg^   Corp. 
Roofing  &  Shingle,     Asbestos 
Johns-Manville  Corp. 
Roofs.   Car   and   Bus 

Haskelite  Mfg.  Corp. 
Sanders.    Truck 
Brill  Co..  The  J.  G. 
Elec.  Service   Supplies  (3o. 
Nichols-Ltntern  Co. 
Ohio    Brass   Co. 
St.  Louts  Car  Co. 
Sash   Fixtures.   Car 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Edwards    Co..    Inc.,    O.    M. 
St.  Louis  Car  (k>. 
Sash.   .Uetal   Cm   Window 
Edwards    Co.,    Inc..    O.    M. 
Uale-Eilburn    Cu. 
Scrapers,    Track    (See    (Hean- 
ers    and    Scrapers.    Track) 
Screw   Drivers,    Rubber 
Insulated 
Elec.   Service  Supplies  Co. 
Seating  Materials 
Brill    Co..    The   J.    O. 
Haskelite   Mfg.    Corp. 
Heywood  Wakefield  Co. 
Massachusetts  Mohair 

Plush  Co. 
St.  Louis  (Jar  Co. 
Seats,   Bus 
Brill   Co.,   The  J.   G. 
Hale-Kilbum    (X. 
Heywood  Wakefield  Co. 
St.  Louis  Car  Co. 
Seats,  Cur    (See  also  Battao) 
Brill   Co..   The   J.   G. 
Cincinnati  Car  Co. 
Hale-Kilbum    Co. 
Heywood  Wakefield  Co. 
St.  Louis  Car  Co. 
Second    Hand   Eqaipmcnt 
Electric  EqiUpment   Co. 
Shades,    Vestibule 
Brill    Co..    The    J.    G. 
Clnciimatl  Car  (k>. 
Shock    Absorbers 
Cleveland   Pneumatic    Tool 
Co. 
Shop  Tools 

Blackhawk  Mfg.  Co. 
Shovels 
Brill  Co.,  The  J.  O. 
Hubbard    A   Co. 
Shovels,    Power 

Brill  Co..  The  J.  G. 
Side    Bearings    (See    Bearings 

Center    and    Side) 
Signals.    Car    Starting 
Consolidated    Car    Heating 
Co. 
Elec.  Service  Supplies  Co. 
National   Pneumatic  Co. 
Signals,    Indicating 

Nichols-Lintern  Co. 
Signal    Systems,    Block 
Elec.   Service   Supplies  Co. 
Nachod  and  United  States 

Electric   Signal    Co. 
Wood   Co..   Chas.    N. 
Signal   Systems,  Highway 
Oossing 
Nachod  and  United  States. 

Electric    Signal    Ck). 
Wood  Co..   Chas.   N. 
Slack   Adjusters    (See   Brake 
Adjusters) 


Sleet  Wheels  and   Cutters 

Cincinnati  Car  Co. 
Columbia  Machine  Work*  A 

M.  I.  Co. 
Elec.   Ry.   Equipment  Co. 
Elec,   Service  SuppUes  Co. 
Smokestacks,    Car 

Nichols-Llntem    Co. 
Snow    Plows 

National  Ry.  Appliance  Co. 
Snow-Flows,  Sweepers  and 
Brooms 
Brill   Co.,   The  J.   Q 
Columbia  Machine  Works  A 

M.  I.  Co. 
Consolidated  Oar  Fender  Co 
Cummings  Car  A  Coach  Co. 
St.  Louis  Car  Co. 
Snow  Sweeper.  Rattan 
J.   G.   Brill  Co. 
Heywood  Wakefield  Co. 
Soldering    and    Brazing 
Appurntos   (See  Welding 
Processes    and    Apparatus) 
Special    Adhesive    Papers 
Irvlngton  Varnish  A  Ins. 
Co. 

Special    Trackwork 

Bethlehem   Steel  Co. 
Lorain    Steel    Co. 
Wm.   Wharton.  Jr.  A  Co 
Spikes 
American  Steel  A  Wire  Co 
Illinois  Steel  Co. 
Splicing  Compounds 

Westlnghouse  E.  A  M.  Co. 
Splicing  Sleeves   (See  Clamps 

and    Connectors) 
Springs 

National  Ry.  Appliance  (3o. 
Springs.   Cur   and    Truck 
American  Spiral  Spring  Co 
American  Steel  Foundries 
American  Steel  A  Wire  Co 
Bemis   Car   Truck   Co. 
Brill    Co..    The   J.   G. 
Cincinnati  Car  Co. 
St.  Louis  Car  Co. 
Standard  Steel  Works 
Sprinklers,    Track    and    Road 
Brill  Co..  The  J    G 
Cummings  Car  A  Coach  Co. 
St.  Louis  Car  (To. 
Stair  Steps,   Safety 

Irving   Iron   Works 
Steel   and    Steel   Products 
American  Steel  A  Wire  Co. 
Cameirie  Steel  Co. 
Illinois  Steel  Co. 
Steps,    Cur 
Brill    Co..    The   J.    G. 
Cincinnati  Car  Co. 
Irving   Iron   Works 
Stokers,  Mechanical 
BaiX'ock    A    Wilcox    Co. 
Westlnghouse  E.  A  M.  Co 
Stop  Signals 

Nichols-Llntem  (k>. 
Storage    Butteries    (See    Bat- 
teries.   Storage) 
Strain   Insulators 
Elec.    Servioo    Sunolies    Co. 
General  Electric  Co. 
Ohio    Brass    Co. 
Westlnghouse  E.  A  M.  Co. 
Strand 
American  Steel  A  Wire  Co. 
Roebling's   Sons  Co..  J.   A. 


Street   Cars    (See   Cars, 
Passenger,  Freight. 
Kx  press  i 

Cummings  Car  A  Coach  Co. 
Superheaters 

Babcock   A   Wilcox   Co. 
Sweepers,    Snow    (See    Snow 
Plows,    Sweepers    and 
Brooms) 
Switches 

(Jeneral  Electric  Co. 
Switch   Stands   and   Fixture* 
Ramapo-Ajax  (Torp. 
Switchboards,   Asbestos 

Johns-Manville  Corp. 
Switehes,  Selector 

Nichols-Lintern  Co. 
Switehes    and    Switchboards 
Consolidated  Car  Heating 

Co. 
Elec.    Service   Supplies   Co. 
Westlnghouse  E.  A  M.  (3o 
Switches,   Tee    Ball 

Ramapo-Ai!*T     Com. 
Switches,   Track    (See   Track 

Special    Work 
Tnmpers,    Tie 

Railway  Trackwork   CJo. 
Tapes  and  (Tloths    (See  Inso- 
latlng   Cloth,   Paper   und 
Tape) 
Tee  Rail  Special  Track  Work 

Ramapo-Ajax  Torn. 
Telephones  and  Parte 

EIpo.    Service    Supplies   Co 
Telephone  A  Telegraph  Wire 
American  Steel  A  Wire  Co 
American   Telephone   A 

Telegraph  Co. 
John  A.  Roeblings  Sons  Co. 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


41 


Arc  Weld 
Rail  Bonds 

AND  ALL  OTHER  TYPES 

Descriptive  Catalogue  Furnished 

American  Steel  8C  Wire  Company 


=     New  York  Boiton  PltUbuivb     | 

1     Chicago  Cl«r0lsnd  Denvu  | 

i  U.   8.   Stul  Product!  Co.  | 

I     San  PraDctsco  Los  Anselea  Portland  floattlo     | 

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ail I I iiimiiiiinmiiii miiiiiiiiiiiiiiiii i iiiiiii iiiiiu iiiiiir iiiiiiiiiiiiiiiiiiiiiiiiiiii :     siiuiiiiiiiiiuiiiuiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiii I I iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiniiiii^ 


"Tke  Standard  for  Rubber  lusulatiom" 

INSULATED  WIRES 
and  CABLES 

"Okonite;'"Manson,"  and  Dundee  "A"  "B"  Tapes 

Send  for  Handbook 

The  Okonite  Company 

The  Okonite-Callender  Cable  Company,  Inc. 

Factories,  Passaic,  N.  J.  Paterson,  N.  J. 

Salt*    Otncu:     Mew  Tork     Chlcaco     Pittsb<UTh     St.  Lomi*     Atlanta 
Birmlncham     San  Franciaco     Los  AngBles     Seattla 
Pettlnsell-Andrews    Co..    Boiton,    Mati. 
r.  D.  Lawrence  Electric  Co.,  Cincinnati.  O. 
Novclt;  Electric  Co.,   Phlla.,  Pa. 
I  Oofi.   Rep.:   Engineering   Uateriala  Limited,    Montreal. 

=  Cuban  Rep.:   Victor  G.    Mendosa   Co.,   HaTaaa. 

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Waterproofed  Trolley  Cord 


ELRECO  TUBULAR  POLES 


THE    CMAMTCRCO   JOINT 


I  COMBINE 

I  Lowest  Cost                                               Lightest  Weight  | 

I  Least  Maintenance                        Greatest  Adaptability  I 

I  Gatalor  complete  vltb  enrlneerinr  data  oent  on  reQueat.  | 

I  ELECTRIC   RAILWAY   EQUIPMENT   CO.  j 

I  CINCINNATI,  OHIO  | 

I  New  York  City,  30  Church  Street  I 
iiniiuiiMiiiiiiiiKiiiiiiiiiiiiitiiiiiiiiiiiiitiiiiiiiitiiiiiiiitiiiniiiiiiiniiiiiiiuiiiiiiiiiiiitiiiiiiiiiiiiiiiniiitiiiiiiiiiiiiiiiiiiiiiiiimiimiiuii? 


I       Is   the    finest    cord    that    science    and    skill    can    produce       | 
I       Its  wearing  qualities  are  unsurpassed.  I 

I                 FOR  POSITIVE  SATISFACTION  ORDER  I 

I                                           SILVER  LAKE  | 

1  If    you    are    not    familiar    with    the    quality   you    will  be        = 

I  surprised  at  its  ENDURANCE  and  ECONOMY.  | 

I  Sold  by  Net  Weights  and  Full  Lengths  | 

I  SILVER  LAKE  COMPANY  I 

I  Manufacttsrers  of  bell,  signal  and  other  cords.  i 

I  Newtonville,  Massachusetts  | 

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£nniiniiiiiiiiniiirMiitMiiiiiiiniiiiniitiiiiiiiiiiMiiMiiriiiiMittiiitMiiMinMntMiitMn[MiMiiiiiiniMniiiniiniiiiriiiiiiitiiittiiiniiitiiin'.f      uiiiiilimiiiitiiimimiiiyiinMniiiiiiiKtiiiuiiiriiitMiiiiiHiiiitiiiiiiiiiiiirriuiiiiiiiiiiiitiiitiiiiiiiiiiiniiitiiitriiiiiiitiiiiiiiiiiiHiiiiiimig 

I  THE  WORLD'S  STANDARD  | 

**IRVINGTON''        I 

=  s 

=  s 

i  Black  and  Yellow  | 

I    Varnished   Silk,        Varnished   Cambric,        Varnished  Paper    | 

I    Irv-O-Slot   Insulation  Flexible  Varnished  Tubing 

I  Insulating  Varnishes  and  Compounds 

I         Irvington  Varnish  8C  Insulator  Co. 

I  Irvington,  N.  J. 

I  Sales  Representatives: 

f  Mltchell-Rand  Mfr.  Co..  N.  Y.  Prehler  Brothers  Inc..  Chicago  i 

=  E.  M.  Wolcott.  Rochester  White  Supply  Co..  St.  Louis  1 

=  I.  W.  Levine.  Montreal  Clapp  &  LaMoree.  Loe  Angles  = 

=  A.  L.  Gillies.  Toronto  Martin  Woodard.  Seattle  i 

I  Consumers'  Rubber  Co..  Cleveland  i 

^IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIMIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIUIIIIIIIIIIIIIIIIIIr 


/N  RodfWire  and  Cable  Products 

ANA^COKIDA  anaconda  copper  mining  company 

f»,m^oco^„™,      THE    AMERICAN    BRASS    COMPANY 
"^^"''*  General  Offices    -    -  .25  Broadway,  New  York 

ANACONDA  TROLLEY  WIRE 


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I  Efficient  Bus  Heating  | 

I  with  I 

The  N-L  Venti-Duct  Heater 

I  THE  NICHOLS-LINTERN  CO.  | 

I  7960  Lorain  Ave.  Cleveland,  Ohio  | 

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0IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII iiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiitiiiiiitiiiiiiiiiMiiNiiiiiiiriiniiiir- 

I  NA»^£POLESl 

WESTERN  £  NORTHEDM  CERA^ 


NAUGLE  POLE  ^  TIE  CO, 

59, E.MADISON  ST.    CHICAGO  ILL. 

A'f H' York-  i oiLinihiif  ■  ktinsns  cilv  •  Spokane  ■  Vancoutier •Boston 


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I       >,        SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD      I 


I  =®" 

S  ^-r                                          Trade  Mark  Bee.  U.  S.  Pat.  Off. 

1  Made  ot   extra  quality   etock   firmly   braided   and  smoothly   flnlthed  1 

=  Carefully   inspected   and    guaranteed   free   from   flaws.  1 

=  Samples    and    information    rladly    sent.  f 

I  SAMSON  CORDAGE  WORKS.  BOSTON.  MASS.  | 

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Gets  Every  Fare  i 

PEREY  TURNSTILES    I 
or  PASSIMETERS        I 

Cs«  them  Id  your  PrepaTment  Area*  aad         1 
Street  Can  | 

Perey  Manufacturing  Co.,  Inc.     i 

101  Park  ATeone,  New  Tork  dtr  I 

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42 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


til iiniiiiiiiiiimiiii iiiiiiiiiiiimiiiiiiiiin iiiiiiiuiiiiiiuiiniimiiiiiiiiiiiiiiiiiiiiniiii miuiiiii (..iiiiiiiiiuiiiinHir      aitiiiiiiiiiiiiiiiiniimiitiiiminiiiiiiiitiiiiiiiniiimiiiiiiiiiiiiumiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiuuiiiiiiiiilUt 


The  DIFFERENTIAL  CAR 


Standard  on 
60  Railways  for 

Track  Maintenance 
Track  Construction 
Aali  Disposal 
Coal  Hauling 
Concrete  Materials 
Waste  Handling 
tsccavated  Materials 
Hauling  Cross  Ties 
Snow  Disposal 

U$e  These  Labot'  Savert 


Differential  Crane  Car  p 

Clark    Concrete    Breaker  I 

Differential  3-way  Auto  Truck  Body  § 

Differential  Car  Wheel   Truck  and  Tractor  | 

THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.         f 

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simniiiiuiiiiiiiiiimiiiiiiiiimiiiiiiii imiiiiiiiiiiiiiiiii iriiiriiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiuiiuiiitiiiiiiiiiii^ 


Typs  R-II 
Double  Re(ist«r 


International 
Registers 

Made  in  single  and  double 
types  to  meet  requirements 
of  service.  For  hand  or  foot, 
mechanical  or  electric  opera- 
tion. Counters,  car  fittings, 
conductors'   punches. 


I  The  International  Register  Co. 

I  19  South  Throop  Street,  Chicago,  Dlinois 

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'Bates  Poles  Outlive  the  Bond  Issues  that  BuyThem"     A     | 

Bates  Poles  and  Structures  9  I 


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lltkies  ^ande^  teel  Jllruss  ^. 


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I  .NACHOD  St  UNITED  STATES 

SIGNAL  CO.  INC 

LOUISVILLE.KY. 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 
HIGHWAY  CROSSING  SIGNALS 

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I    prfcT   rVCAR  HEATING  SC  LIGHTING  CO.    I 
I    yjyjLjaJ  220  36th  St.,  Brooklyn,  N.  Y.  | 

i  nin^TDT/^     UCATCDC         WITH    OPEN    COIL    OR  = 

=  ULtt..  1  KH^    MbA  1  bKS       ENCLOSED  ELEMENTS  i 

I     THERMOSTAT   CONTROL— VENTILATORS      | 

I  WRITE  FOR  NEW  CATALOGUE  | 

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General  OfKces  and  Plant!  f^ 

EAST  CHICAGO,  INDIANA,  U.  S.  A.  ^ 

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PAIUWA\<  I  fTIUfy  fiOMFAN^ 


UTILITY 


i    CAR  COMFORT  WITH     HEATERS  I 

REGULATORS         I 
VENTILATORS       | 

i  2241-2247  Indiana  St.  WHte  ff  1828   Broadway     | 

i  OhIcaKo,  ni.  Catalofftif  New  York,  N.  T     = 

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R  AM  A  Pq-AJAX-E  LLI OT 

HILLBURN,  NEW  YORK  ^ 
NIACVRA  FAILS.  N.Y. 
CHICAGO,  ILLINOIS 
.  EAST  ST.LOUIS.  ILL 
PUEBLO.  COLORADO 
SUPERIOR.WISCONSlN 
LOS  ANGELES.  CAI. 
NIAGARA  FALLS.  0^f^.. 


:(y:&]p(iB®Sfem 


RAMAPO  AUTOMATIC 
RETURN  SWITCH  STANDS 
.   FOR.  PASSING  SIDINGS 

TEE  RAIL  SPECLAL  WORK 

(MANGANESE  WORK  A  SPECIALTY 
1  SALES  OFFICES  AT  AU.  WORKS 


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STUCKI    I 

SIDE      I 

BEARINGS  I 


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A.  STUCKI  CO.  I 

Oliver  Bldg.  | 

Pittsburgh.     Pa.  I 

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HASKELITE  ROOF 


I^askelite  Manufacturing  Corporation, 
133  West  Washington  Street.  Chicago 


PLYMETLSIDEPANELS 


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I       Chapman 

I  Automatic  Signals 

I  Charles  N.  Wood  Co.,  Boston 

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H  B  LIFE  GUARDS 

I  PROVIDENCE  FENDERS  | 

I                                                           Manufactured  by  | 

I                  CONSOUDATBD   CaR   FbNDBR   Co^    PROVmBNtX,    R.    I.  | 

1                                                       General  Sales  Agents  = 

I                   WENDELL   &  MacDUFFlE  CO..    110   E.    42nd   St.,   N.   Y.  C.     | 

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CHILLINGWORTHi 

One-Piece  Gear  Cases        | 

Seamless — Rivetless — Light     Weight        i 

Best   for   Service  —   Durability   and        5 

Economy.     Write  Vs.  = 

Chillingworth  Mfg.  Co.       | 

Jersey  City,  N.  J.  | 

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1  Coin  Counting  and  Sorting  Machines 

FARE  BOXES 

I  Lever-Operated  and  Slip  Change  Carriers 

I  The  Cleveland  Fare  Box  Co.  | 

I  Cleveland,  Ohio  I 

I  Canadian   Cleveland  Fare  Box  Co.,  Ltd.,  Preston,  Ont.  | 

jiniiiiiiiMiiiiiiiiimiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiijiiiiiiiiiluiliiiiliiiiiiiiiiiiiitiiiiitiiillllitiiiiiiiiiiiiiiiiiiitllltiiiiHiiiillliilllltiiilln 


November  12, 1927 


ELECTRIC  RAILWAY  JOURNAL 


43 


ALPHABETICAL  ENTEX  TO  ADVERTISEMENTS 


Page 

A 

American  Brass  Co..  The 41 

American   Bridge   Co 39 

American    Car    Co 44-45 

American    Creosotingr    Co 31 

American    Electrical    Works.  ...    39 

American  Steel  &  Wire  Co 41 

American  Steel  Foundries  ....  4 
American  Telephone  &  Telegraph 

Co 24 

Anaconda  Copper  Mining  Co ... .   41 

B 

Babcock   &   Wilcox   Co 35 

Bales  Expanded  Steel  Truss  Co.  42 

Beeler  Organization    34 

Bemis  Car  Truck  Co 35 

Bethlehem  Steel  Co 39 

Blaekhawk  Mfg.  Co 25 

Brill   Co..   The   J.    G 44-45 

Buchanan  &  Layng  Corp 34 

Bylleaby  Eng.  &  Management 

Corp 35 

C 

Carnegie   Steel   Co 33 

Chillingworth   Mfg.    Co 42 

Cincinnati    Car    Co 12-13 

Cleveland  Fare  Box  Co 42 

Cleveland    Pneumatic    Tool    Co., 

The    23 

Collier.   Inc.,   Barron   G 20 

Columbia  Machine  Works,  The.  .  33 
Consolidated  Car  Fender  Co ...  .  42 
Consolidated  Car  Heating  Co .  . .    42 


D 


Page 


B 


Day  &  Zimmermann.   Inc 34 

Differential  Steel  Car  Co..  The.  .  42 
Du  Pont  de  Nemours  &  Co.,  Inc.. 

E.  I oj^ 


Edwards  Co.,  D.  M 10 

Electric   Equipment    Co 37 

Electric   Ry.   Eauipment  Co....  41 

Electric  Service  Supplies  Co ...  .  9 

F 

Faile   &  Co.,   E.  H 34 

Ford,  Bacon  &  Davis 34 

"For  Sale"  Ads 37 

O 

General    Electric    Co 16-17-18 

Globe  Ticket  Co 14 

Gold  Car  Heating  &  Lighting  Co.  42 
Goodyear  Tire  &  Rubber  Co.,  The.  20 

H 

HaJe-Kllburn    Co 35 

Haskelite  Mlg.  Corp 42 

"Help   Wanted"    Ads 37 

Hemphill  &  Wells 34 

Heywood-Wakefleld   Co 15 

Hoist    Englehardt    W 34 

Hubbard    &   Co 35 

I 

Illinois  Steel  Co 8 

International  Motor  Co .  Front  Cover 

International  Register  Co 43 

International  Steel  Tie  Co.,  The.  7 

Irving  Iron  Works 30 

Irvington    Varnish    &    Insulator 

Co 41 

t 

Jackson,    Walter     34 

.Teandron,    W,    J 36 

Johnson  Fare  Box  Co 36 

Johns-Manville  Corp 13 


Page 

K 

Kelker,  DeLeuw  &  Co 34 

Kuhlman  Car  Co 44-45 

I. 

LeCarbone  Co 36 

Linn   &  Marshall,  Inc 34 

Long  Mfg.   Co.,   The 23 

Lorain  Steel  Co 39 

H 

McClellan  &  Junkersfeld 34 

McGraw-Hill  Book  Co 32 

Mack   Trucks,    Inc Front  Cover 

Massachusetts  Mohair  Plush  Co.    27 
Morganite    Brush   Co 30 


N 

Nachod  and  U.  S.  Signal  Co.  . . .  42 

National    Brake    Co.,    Inc 19 

National    Pneumatic    Co 11 

National  Ry.  Appliance  Co 39 

Naugle  Pole  &  Tie  Co 41 

Nichols  Lintern  Co 41 

Norma-Hoffmann  Bearings  Corp.  33 

O 

Oakite  Products,  Inc 32 

Ohio  Brass  Co 5 

Ohmer  Fare  Register  Co 32 

Okonite-Callender      Cable      Com- 
pany, Inc,  The 41 

Okonite  Co.,  The 41 

P 

Percy  Mfg.   Co.,   Inc 41 

Positions  Wanted  and  Vacant.  . .  37 

Prettyman  &  Sons.  J.  P 36 


Pace 

R 

Hallway  Track-work  Co 35 

Railway  Utility  Co ... ' 42 

Ramapo   Ajax  Corp 42 

Richey.   Albert    34 

Roebling's  Sons  Co..  John  A.  .  .  .  41 


S 

Samson     Cordage     Works 41 

Sanderson  &  Porter 34 

Searchlight   Section    37 

Silver  Lake  Co 41 

Smith   Heater   Co.,    Peter 35 

Standard  Steel  Works  Co 36 

Star  Brass  Works 39 

Stevens  &  Wood,  Inc 34 

Stone  &  Webster 34 

Stuck!   Co.,   A 42 


Timken-Detroit   Axle   Co.,   The, 

Back  Cover 


U 

Una  Welding  &  Bonding  Co ... .  35 
Universal  Lubricating  Co 35 

W 

"Want"  Ads   37 

Wason  Mfg.  Co 44-45 

Westinghouse    Electric    &    Mfg. 

Co 2 

Westinghouse  Traction  Brake  Co.  6 
Wharton,  Jr.  &  Co..  Inc.,  Wm.  39 
"What  and  Where  to  Buy," 

3S-40-43 
White  Eng.  Corp.,  The  J.  G.  . .  .  34 
Wish  Service,  The  P.  Edw.  ...  35 
Wood  Co.,  Chas.  N 42 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  40 


Testing  Instruments  (8r> 
Instruments,  MeasnrinE. 
Testlne,  etc.) 

Thermostats 

Consolidated  Car  Heatlnr 
Co. 

Gold  Car  Heating  &  Light 
Ing   Co. 

Railway  Utility  Co. 

Smith  Healer  Co..  Peter 
Ticket    Choppers    and 
Destroyers 

Elec.    Service    Supplies    Co 
Tickets  and  Transfers 

Globe  Ticket  Co. 
Tie  Plates 

Illinois  Steel  Co. 
Ties  anil   Tli-   Kods,   Steel 

American  Bridge  Co. 

Carnegie   Steel   Co. 

International  Steel  Tie  Co. 
Ties,  Wood  Cross   (See  Poles. 

Ties,    Posts,    etc.) 
Tires 

Goodyear   Tire   Co. 
Tokens 

Johnson  Pare  Box  Co. 
Tongue   Switches 

Wm.   Wharton,  Jr.   &  Co. 
Tools,   Track   A   Miscella- 
neous 

American  Steel  k  Wire  Co 

Columbia  Machine  Works  « 
M.  I.  Co. 

Elec.    Service   Supplies   Co 

Hubbard    &    Co. 

Railway   Trackwork   Co. 

Ramapo-Ajax    Corp. 
Towers  and  Transmission 
Strurhire 

American  Bridge  Co. 


Bates  Expanded  Steel 
Truss   Co. 

Westinghouse  E.  &  M.  Co. 
Track   Grinder 

Kailway  Trackwork  Co. 

Hamapo-Ajax    Corp. 
Track,  Special  Work 

Columbia  Machine  Works  A 
M.  I.  Co. 

Ramapo  Ajax  Corp. 
Trackless   Trolley   Cars 

Orlll   (Jo.,   The  J.  G. 

St.  Louis  Car  Co. 
Transfer  Issuing  Machines 

Ohmcr  Fare   Register  Co. 

Transfer  Tables 
American  Bridge  Co. 

I'riinsformers 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Traps,    Steam    Si    Radiator 
Control  Valves,  Radiators 

Johns-Manville  Corp. 

Treads,  Safety  Stair, 
Car  Step 
Cincinnati  Car  Co. 
Irving  Iron  Works 

Tree    Wire 

Okonite    Co. 
Okonite-Callender  Cable  Co 

rrolley   Base* 

Ohio    Brass    Co. 

Trolley  Bases,   RetrtevlDr 

Ohio    Brass   Co. 
Trolley    Buses 

Brill  Co..  The  J.  G. 

Westinghouse  E.  &  M    Co 


TroUer   Material,    Overhead 

c^ltjc.    Service    .supplies    Kjtj. 

General  Electric  Co. 

unio    Brass    ou. 

Westinghouse  E.  &  M.  Co. 
trolley   Wheel   Bushings 

Star    Brass    Works 
Trolley    Wheels    (See    Wheel. 

Trolley) 
rrolley    Wire 

Amer.   Electrical   Works 

American    Brass    Co. 

American  Steel  &  Wire  Co 

Anaconda  Copper  Mln.  Co. 

Uueljini*  a    butis    Co.,    J.    A 
Trucks,    Car 

Bemis    Car    Truck    C!o. 

Brill    Co..    The    J.    G. 

Cincinnati    Car    Co. 

Cummings  Car  &  Coach  Co. 

St.  Louis  Car  Co. 
Trucks,  Motor 

White  Company 
Truss    Planks 

Haskelito   Mfg.    Corp. 
ruhlMK.    Yellow    uiiU    muck 
Flexible    Varnish 

Irvington    Varnish   &   Ins. 
Turhinc«,  Steiim 

General    Electric    Co. 

Westinghouse   E.  &   M.  Co 
Tnrnl!ilili-a 

American  Bridre  Co. 

Elec.   Service  supplies  Co. 
I'nrnstilcs 

Elec.    Service    Supplios   Co. 

Percy   Mfg.  Co.,  Inc. 
Valves 

Ohio   Brass  Co. 

Westinghouse    Tr.    Br.    Co 
Varnished    Papers   and    Rllk« 

Irvington  Varnish  &  Ins. 
Co. 


Ventilators,    Car 

Brill    Co..    The    J.    G. 

Cincinnati  Car  Co. 

Coimoiulaiea     Car     Heatnu 
Co. 

Nichols-Llntem   Co. 

Nat'l.   Ry.  Appliance   Co 

Railway  Utility  Co. 

St.   Louts   Car   Co. 
Vestibule   Linings 

Haskelite  Mfg.   Corp. 
Waterproofing 

Johns-Manville  Corp. 
WelUiMl    Kail    JuliitB 

Railway  Trackwork   Co. 

Una  Welding  *  Bonding  Co 
Welders.  Portable  Electric 

General  Electric  Co. 

Ohio    Brass   Co. 

Railway   Trackwork   Co. 

Una  Welding  &  Bonding  Co 

Westinghouse    E.    &    M.    Co. 
Welders,   Rail   Joint 

General  Electric  Co. 

Ohio  B.^ass   (^. 

Railway  Trackwork   Co. 
Welding    Processes   and 
Apparatus 

Ohio    Brass   Co. 

Railway  Trackwork  Co. 

Una  Welding  &  Bonding  Co 

Westinghouse  E.   &  M.  Co. 
Welding,   Steel 

Railway    Trackwork    Co. 

Una  Welding  St  Bonding  Co 
Welding    Wire 

American  Steel  St  Wire  Co. 

Railway   Trackwork  Co. 

KoehJIng'p  Sons  Co..  3    A. 
Weldinc  Wire  and  Rod* 

Railway  Trackwork  Co. 
Wheel    nnards    (Ree   Fenders 
and  Wheel  Guards) 


Wheel  Presses    (See  Machine 

Tools) 
Wheels,    Car,    Steel    «    Steel 
Tire 

American  Steel  Foundriea 

liemiB  Cur  Truck   Co. 

Carnegie  Steel  Co. 

Illinois  Steel  Co. 

ataudard  Steel  Works 
Wheels,     Trolley 

Columbia  Machine  Works  A 
M.  1.  Co. 

Elec.   Ry.   EQuipment  Co. 

Elec.  Service  Supplies  Co. 

Star  Brass  Works 
Wheels.    Wrought    Steel 

Carnegie    Steel    (Jo. 

Illinois  Steel  Co. 
Whistles.   Air 

Ohio    Brass   Co. 

Westinghouse  E.  &  M.  Co. 

Westinghouse  Traction 

Brake  Co. 
Window  Guards  A  Flttlufs 

Cincinnati  Car  Co. 
Wire    Rope 

American  Steel  &  Wire  Co. 

Roebling's  Sons  Co.,  J.  A. 
Wires  and  Cables 

American    Brass    Co. 

American    Electrical    Works 

American  Steel  A  Wire  Oo. 

Anaconda  Copper  Mln.  (5o. 

(general   Electric  Co. 

Okonite   Co. 

Okonite-Callender  Cable  00. 
Inc. 

Roebling's  Sods  Co..  J.  A. 

Westinghouse  E.  St  M.  Co. 
Wood  Preservatives 

American  Creosoting  Co. 


44 


ELECTRIC  RAILWAY  JOURNAL 


November  12, 1927 


Stimulating  the  desire  to  ride 


i-«^ 


.j?u 


From  the  sidewalk 


To  prospective  passengers  on 
the  sidewalk  the  Brill  1928 
Model  Electric  Car  offers  an 
attractively  designed  vehicle, 
unusually  low  floor  height 
which  makes  loading  and  un- 
loading easier,  and  wide,  full 
vision  side  windows  to  make 
the  ride  pleasant  and  inter- 
esting. 

And,  as  it  gets  under  way,  its 
smooth  and  quick  acceleration 
and  the  absence  of  disturbing 
noises,  due  to  the  use  of  W-N 


double  reduction  gear  drive, 
as  well  as  external  contracting 
shoe  type  drum  brakes  and  re- 
duction in  unsprung  weight, 
makes  a  most  favorable  im- 
pression. 


The  Brill 
1928  Model 
Electric 
Car  intro- 
duces a  new 
era  in  street 
car  design. 
It  stimu- 
lates the  de- 
sire to  ride. 


November  12,  1927 


ELECTRIC  RAILWAY  JOURNAL 


Stimulating  the  desire  to  ride 


On  the  inside 


Upon  entering  the  BRILL 
1928  MODEL  ELECTRIC 

CAR  passengers  are  greeted 
by  a  bright,  cheerful  and 
beautiful  interior.  The  wide 
metal  side  window  sash  and 
sloping  wind  shields  at  ends 
contribute  in  no  small  way  to 
the  pleasantness  of  the  ride 
while  enjoying  the  comfort  of 
the  Brill  201-B-l  deep  spring 
leather  upholstered  seats. 

The  smooth  and  comfortable 


riding  of  the  Brill  277-EX 
trucks  under  this  car,  attri- 
buted to  such  important  truck 
features  as  the  Bolster  Guide 
and  Graduated  Spring  System, 
and  the  absence  of  disturbing 
noises  under  the  carbody,  also 
appeal  to  the  passengers. 

The  BRILL  1928  MODEL 
ELECTRIC  CAR  furnishes 
the  most  profitable  kind  of 
service — that  which  stimulates 
the  passengers'  desire  to  ride. 


Write  for  copy  of  Bulletin  319 


flectricCaf 


The  J.  G.  Brill  Company 

Philadelphia 

American  Car  Company 
St.   Louis 

The  G.  C.  Kuhlman  Car  Co. 

Cleveland 

Wason  Mfg.  Company 

Springfield,   Mass. 


T/ie  Brill  201-B-l  Reversible  Seat,  ivilli  a   most  com- 

fortnhle  pitch  to  the  hack,  and  liide  42  in.  post  renters 

are  two  features  ivhich  appeal  to  the  public. 


ELECTRIC  RAILWAY  JOURNAL 


EVERY  added  day  of  experience  strengthens 
the  conviction  of  Timken  Axle  users  that 
the  silent  worm  is  "the  ideal  final  drive;"  because 
of  its  strength,  simplicity,  long  life,  low  upkeep. 


THE  V  TIMKEN'DETROIT  AXLE  CO.,  DETROIT,  MICH. 


>    MAINTENANCE  AND  CONSTRUCTION  ISSUE 

ELECTRIC  RAILWAY 

JOURNAL 


-Hill  Publishing  Company,  Inc. 


NOVEMBER  19,  1927 


Twenty  Cents  per  Copy 


HOUSTON  PUBLIC  LiortArtx. 
-^^^HOUSTON.  TEXAS.'  "**" 


How  Many  Men  Now  ♦ 

THIS  new  compression  tamping  machine  does  the  work  of 
a  battery  of  air  or  hand  tampers — and  it  Compresses  the 
concrete — shoves  it  smack  up  against  the  rail  and  tie  plate 
— then  squeezes  it  into  place.    You  get  a  better  tamping  job — a 
perfect  job — with  fewer  men. 

The  new  tie  laying  machine  lays  ties  quickly  and  accurately, 
with  one  man — doing  the  work  that  formerly  took  four!  These 
two  machines  will  cut  paved  track  construction  costs  remarkably. 

With  Steel  Twin  Ties  and  these  new  machines  you  can  buy  the 
best  track  at  lower  cost  than  ever. 

Write  us  today  for  delivered  prices  for  your  1928 
program. 

THE  INTERNATIONAL  STEEL  TIE  CO. 

CLEVELAND,  OHIO 

Look  it  up  in  your" Paved  Track  Note  Book" 


el  Twin  lie  Track 


TWIN 


TIES 


ARE 


ALL 


STEEL 


ELECTRIC  RAILWAY  JOURNAL 


November  19,  1927 


Something  New 

In  Control  Switches 


Note  Magnetic   Blowout 
Without  Coil 


Dependable 

Renewal 

Parts 


A  Magnetic  Blowout  Without  Coil 


THIS  is  one  type  of  control  switch  for  all  railway 
auxiliary  circuits,    and  it  will  handle  all  com- 
pressor work  up  to  30  amperes. 

No  blowout  coils  are  used,  therefore  the  details  for 
all  capacities  up  to  the  maximum  are  the  same. 

All  parts  are  exposed  to  view  when  the  cover  is 
opened  and  are  readily  removed  for  convenience  in 
maintenance. 


We»tinghouse  Electric  &  Manufacturing  Company 
East  Pittsburgh  Pennsylvania 

Sal»  Offices  in  All  Principal  Cities  of 
the  Untied  Stales  and  Foreign  Countries 


S^rri? 


Westinghouse 


MORRIS  BUCK 

Managing  Editor 

JOHN  A    MILLER,  Jr. 
Associate  Editor 

CLARKXCE  W    SQUIEB 
Associate  Etlitor 

CARL  \V.  STOCKS 

Associate  Editor 


Charles  Gordon,  Editor 


BENHY  Vf.  BLJLtLIL 

Senior  Editor 

GEORGE  J.  MacMUBBAT 

News  Editor 

G.  W    JAMES.  Jr. 
Assistant  Editor 

PAUL  WOOTON 
Washington  Correspondent 

ALEX  McCALLUM 
Editorial  RepresenlatUfl 
London.  England 


-'"     CONTENTS    •'"" 

NOVEMBER   19,   1927 
Editorials    927 

Dipping  and  Baking  Practice  at  Los  Angeles 930 

Monorail  system  from  dipping  tank  through  oven  handles  arma- 
tures and  other  heavy  parts.  Careful  cleaning  and  testing  are 
important  features  of  motor  maintenance. 

Fort  Worth  Rehabilitates  Cars 932 

Mexican  Street  Cars  Are  Powered  with 

Automobile  Motors  . 933 

By  Terrell  Croft. 

Reduction  of  Fire  Hazards  in  St.  Louis  Brings 

Reduced  Premiums 935 

Track  Rehabilitated  in  Place 936 

Monthly  Labor  Review  Quotes  From 

Journal's  Article 936 

Locomotive  Maintenance  Shop  of  the 

Virginia    Railway 937 

By  Allen  McLenahan. 
A   modern   repair  shop  has   been   recently  put   into  operation   at 
Mullens,   W.  Va.,  to  care   for  36  locomotives  on  the  electrified 
division. 

Harry  L.  Bullock  Wins  Monthly  Maintenance 

Prize  for  October 942 

Honorable  mention  was  given  to  a  machine  for  oiling  track  curves 
as  submitted  by  I.  O.  Mall  of  the  New  Orleans  Public  Service,  Inc. 

Maintenance  Data  Sheets 943 

Adventures  of  Old  Man  Trouble 949 

New   Equipment  Available 950 

Association  Activities 952 

Automatic  Substation 952 

By  F.  N.  Carothers. 

New  Features  Embodied  in  Cars  for  Dorchester 

Extension    953 

By  E.  p.  Locke. 

Frequent,  Thorough  Inspections  Reduce 

Car  Failures 954 

By  Henry  Cordell. 

American  Association  News 956 

News  of  the  Industry 957 

Recent  Bus  Developments 963 

Financial  and  Corporate 964 

Personal   Mention 967 

Manufactures  and  the  Markets 968 


Pioneer  Spirit 

^HANKSGIVING  DAY  does  more 
■*-  than  bring  back  the  memory  of  the 
Pilgrim  Feathers'  acknowledgmenf  of 
their  first  harvest  in  America.  It  is  only 
one  of  the  traditions  handed  down  by  the 
early  colonists  along  with  their  unconquer- 
able pioneer  spirit  and  their  faith  and 
courage,  which  have  meant  and  continue 
to  mean  so  much  to  the  nation. 

Wielders  of  the  axe  of  progress,  they 
turned  forests  into  harvest  fields  and 
blazed  trails  through  trackless  woods. 
Fathers  of  our  country,  they  led  the  way 
through  and  out  of  the  wilderness. 

Pioneers  in  our  industry  reflect  this 
spirit.  They  are  clearing  out  antiquated 
equipment,  notching  and  blazing  the  trails 
through  indifference  and  misunderstand- 
ing. Bent  on  winning  public  co-operation, 
they  are  intent  on  wresting  success  out  of 
difficulty. 

The  Journal,  searching  constantly  for 
new  paths  to  accomplishment,  surveys  the 
field  each  week  for  marks  of  progress.  It 
carefully  picks  out  the  blind  alleys  from 
the  highways,  and  when  the  industry  fal- 
ters spurs  it  on  toward  the  goal  of  better 
transportation. 


McGRAW-HILL  PUBLISHING  COMPANY,  INC 

Tenth  Avenue  at  36th  Street,  New  York,  N.  Y. 

New  York  District  Office,   2  85   Madison  Ave. 

Cable  Address:  "Machlniit.  N.  Y." 
Publlfihers  of 


^ss^ 


James  H.  MoGkaw,  President 

Jambs  H.  McGbaw.  Jb.,  V.-P.  and  Treas 

Malcolm  Mum,  Vice-President 
Edward  J.  Mehrbn>  Vice-President 
Mason  Bbitton,  Vice-President 
Edgar  Kobak,  Vice-President 
C.  H.  Thompson,  Secretary 
Washington: 

National  Press  Building 
Chicago: 

7  S.  Dearborn  Street 
Philadelphia  > 

1600  Arch  St. 
Cleveland: 

Guardian  Bulldlnfc 
St.  Locis: 

Bell  Telephone  Buildine 
San  Fbancisco: 

883  Mission  Street 
London : 


Engineering  New»-Reeord 

American  Machinist 

Power 

Chemicaland  Metallurgical  Bnoineertng 

Coal  Age 

Coal  Age  Neva 

Engineering  and  Mining  Journal 

Ingenieria  Internaoional 

Bus  Tran»vortation 

Electrical  Railwav  Journal 

Electrical  World 

Induatrial  Engineering 

Bleetrieal  Merchonditti^ 

Radio  RetaUimff 

Congtructicn  tivtkodt 

Electrical  West 

(Publithed  in  San  Franeiaeof 

American  Machinist — European  BdiHon 

(Published  in  London) 


6  Bouverle  Street,  London.  E.  C.  4 
Member  Associated  Business  Papers,  Inc. 
Member  Audit  Bureau  of  Circulations 
The  annual  subscription  rite  Is  $4  in  the  United  States,  Canada,  Meiico,  Alaskt. 
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Colombia  Bolhia.  Dominican  Republic,  Panama.  El  Salvador,  Argentina,  Brazil, 
Spain  Uruguay,  Costa  Rica.  Ecuador.  Guatemala.  Chile  and  Paraguay.  Extra  foreign 
postage  to  other  countries  $3  (total  J7  or  29  shillings).  Subscriptions  may  be  sent 
to  the  New  York  office  or  to  the  I^ondon  office.  Single  copies,  postage  prepaid  to  any 
part  of   the  world.    20   cents. 

Change  of  Address — When  change  of  address  Is  ordered  the  new  and  the  old  address 
must  be  given,  notice  to  be  received  at  least  ten  days  before  the  change  tabes  place. 
Ci^yrlght.    1927,   by  McGraw-Hill  Publishing  Company,  Inc. 

Published  weehly.  Entered  as  second-class  matter,  June  23,  1908.  at  the  Post  OfHce 
at   Nfw  York,  N.  Y.,  under  the  Act  of  March  3,   1879.      Printed  In  11.  S.   A. 


Number  of  Copies  Printed,  6,230 


Advertising  Index — Alphabetical,    62;  Classified,  58,  60,  62;  Searchlight  Section,  57 


ELECTRIC  RAILWAY  JOURNAL 


November  19, 1927 


BETTER  TRANSPORTATION 

Here 's  the  newest  aid 
to  track  betterment 


Flexible   manipulation   of   Krlndlng   wheel   Ih  made  easy. 


Grindfnr  wheel  arm  swings  aside  to  iMisg  cars 
without    removing   trolley   pole. 


Eureka  Radial  Rail  Grinder 


A  small,  light,  portable  grinder  for  use  where 
flexible  manipulation  of  the  grinding  wheel  is  de- 
sirable. Fine  for  grinding  Thermit  joints  before 
finishing  with  the  "Vulcan"  which  then  makes  a 
perfectly  smooth  joint. 

Eureka  is  also  suitable  for  grinding  off  surplus 
weld  metal  under  heavy  traffic  conditions.  Swivel 
joints  permit  tilting  the  grinding  wheel  at  any 
angle,  at  the  same  time  allowing  grinding  wheel 
to  travel  in  a  straight  line.  A  small  hand  wheel 
raises  and  lowers  the  grinding  wheel.  Ball  and 
roller  bearings  keep  friction  minimized. 


3132-48  East  Thompson  Street,  Philadelphia 

AGENTS: 
Chester  F.  Gailor,  30  Church  St.,  New  York 
Chas.  N.  Wood  Co..  Boston 
Electric  Engineering  Sc  Mfg.  Co..  Pittsburgh 
H.  F.  McDermott.  208  S.  LaSalle  St..  Chicago 
Equipment   &  Engineering   Co..   London 
P.  W.  Wood.  Railway  Supply  Co.,  New  Orleans,  "La. 
Frazar  &  Co..  Japan 


Eureka,  with  grinding  wheel,  weighs  375  pounds. 
It's  46  in.  from  grinding  wheel  to  vertical  column 
extended,  36  in.  when  telescoped. 

With  arm  swung  into  position  against  handles. 
Eureka  measures  40  in.  overall,  26  in.  wide,  34  in. 
high.  The  10  in.  diameter,  1  in.  face  grinding 
wheel  runs  at  1950  r.p.m.,  with  a  1  )^  hp.,  550  v. 
d.c.  ball  bearing  motor,  made  especially  for  its  job. 


Eureka  with  Outri^»; 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


OB    ENDURANCE    IS    SERVICE    INSURANCE 


Measurement  of  the  wheel  bore 
shows  .014-in.  wear  after  19,400 
miles.  Axle  showed  considerable 
less  wear  and  was  again  put  in 
service.  Graphite  plugs  which 
were  used  during  the  entire  life 
of  the  wheel  are  shown  below. 


19)400  Miles  Without  Attention — 
An  O-B  Feist  Trolley  Wheel 


Phantom  view  showing 
self  lubricating  graphite 
plugs  used  in  O-B  Feist 
Trolley  Wheel. 


FROM  September  26  to  February  4,  the  trolley 
wheel  pictured  above  ran  19,000  miles  without 
oiling  or  attention  of  any  kind.  After  replacing  the 
wheel,  the  original  graphite  lubricating  plugs  and 
axle  were  again  put  in  service. 

Eight  other  O-B  Feist  Trolley  Wheels  used  by  this 
city  property  have  run  over  16,000  miles  and  are 
still  running. 

Reports  from  electric  railways  in  all  parts  of  the 
country  indicate  that  O-B  Feist  Trolley  Wheels  are 
running  up  similar  mileage  records— -from  two  to 
three  times  the  service  formerly  obtained.  Net 
savings  in  dollars  and  cents  amount  to  as  much  as 
one-third  the  previous  cost  of  current  collection 
materials  and  labor. 

Here  is  an  opportunity  to  make  a  substantial  reduc- 
tion in  your  1928  trolley  wheel  costs.  Folder  74C, 
sent  on  request,  gives  detailed  information. 

Ohio  Brass  Company,  Mansfield,  Ohio 

Dominion  Insulator  &  Mfg.  Co.,  Limited 
Niagara  Falls,  Canada 


rassto. 


SALES 
OFFICES: 


PHILADELPHIA  PITTSBURGH  CLEVELAND 

SAN  FRANCISCO        LOS  ANGELES 


PORCELAIN 

INSULATORS 

UNE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


ELECTRIC  RAILWAY  JOURNAL 


November  19, 1927 


Greater  Strength— Fe^wer  Flats 

Increased  Safety 
Longer  Life 


OJMc 


\ 


All  these  advan- 
tages are  possessed 
by  Davis  "One- 
Wear"  Steel 
Wheels.  Of  all 
steel  wheels  Davis 
"One- Wear" 
Wheels  alone  do 
not  raise  repair 
costs.  They  are 
therefore  worth 
more. 


American  Steel  Foundries 


NEW  YORK 


CHICAGO 


ST.  LOUIS 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


/     . 


€eMoi 


These  two  factors  go  hand  in  hand.  For  better 
service  will  quickly  build  up  prestige. 

And  good  lighting  plays  an  all-important  part 
in  providing  better  service  and  in  making  the 
modern  car  more  attractive,  more  business-like, 
more  profitable. 

Prepare  now  for  the  winter  nights  ahead  when 
rush  hours  are  dark  and  weather  is  often  stormy. 
Send  for  our  latest  pamphlets  to  learn  about  the 
business-building  possibilities  of  Golden  Glow 
Headlights.. 

Home  office  and  plant  at  17th  &  Cambria  Sts.,  PHILADELPHIA;  District 
offices  at  230  So,  Clark  St..  CHICAGO;  50  Church  St..  NEW  YORK;  Bes- 
Bcmcr  Bids..  Pittsburgh;  88  Broad  St.,  Boston;  General  Motors  Bids., 
Detroit;  31H  N.  Washington  Ave.,  Scranton;  Canadian  Agents,  Lyman 
Tube  &  Supply  Company,  Ltd..  Montreal.  Toronto.  Vancouver. 


MANUFACTURER  OF  RAILWAY,  POWER  \ 


AND  INDUSTRIAL  ELECTRICAL  MATERIAL 


ELECTRIC  RAILWAY  JOURNAL 


November  19, 1927 


^ 


w  nisiil  ike  Qresll»stenv 
jA  Success  c 


The  "Great  Eastern,"  first  of  the  gigantic  liners,  built  in  the 
fifties,  was  a  splendid  boat.  It  had  every  comfort  and  facility  to 
recommend  it. 

But  it  was  a  financial  failure  because  traffic  then  wasn't  dense 
enough. 

There  are  thousands  of  places  in  the  United  States  where  a  small 
bus,  economical  in  first  cost  and  in  operation,  will  make  good  profits 
where  a  big  bus  would  lose. 

The  Fitzjohn  12  passenger  body,  mounted  on  any  good  light  chassis, 
is  the  outstanding  job  of  this  class.  Sturdy,  it  keeps  maintenance 
down  where  it  belongs — beautiful — splendidly  appointed,  it  is  a 
veritable  passenger  magnet. 

If  you  are  operating  "Great  Easterns"  where  they  can't  make 
money — if  you  are  hesitant  about  extending  into  light  travel  terr- 
itories, by  all  means  get  the  Fitzjohn  story. 


Fitzjohn  Manufacturing  Company 

Exclusive  Bus  Body  Builders 
Muskegon,  Michigan 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


One  of  the  Variable 
Load  Brake  enuipped 
cart  of  the  Brooklyn 
City  Railroad  Com- 
pany. These  cars  are 
serving  dependably, 
making  possible  short, 
Hniform  stops,  a 
saving  of  time,  and 
consequently  a  su- 
perior service. 


Oorib 


alonq  with  the  traffic 

JLoudl  lit 6 


INTENSIVE  service  has  come  to  be  recognized  as  the  only 
solution  to  city  traffic  problems.  Modern  light  weight  cars, 
in  hundreds  of  instances,  have  satisfied  their  operators  with  their 
dependable  service  in  running  the  gauntlet  of  traffic  congestion. 

With  these  modern  light  v^^eight  cars  and  the  Westinghouse 
Variable  Load  Brake,  uniform  stopping  distances  are  possible 
...  an  obvious  time  saving  feature  and  a  valuable  aid  in  holding 
position  in  traffic  lanes. 

Eliminating  guesswork  on  the  part  of  the  operator  as  to  the 
retarding  force  necessary  as  passenger  load  changes,  the  Westing- 
house  Variable  Load  Brake  automatically  accepts  this  respon- 
sibility, giving  the  operator  the  braking  confidence  he  needs  in 
bucking  modern  traffic  complications. 

The  Westinghouse  Variable  Load  Brake  assures  uniform  stop- 
ping distances  from  day  to  day  and  year  to  year,  with  full,  half- 
full  or  empty  cars. 

More  complete  information,  relative  to  the  numerous  advantages 
of  the  Westinghouse  Variable  Load  Brake,  may  be  had  through 
any  of  our  conveniently  located  offices,  or  by  addressing  the 
Westinghouse  Traction  Brake  Company  at  Wilmerding. 

WESTINGHOUSE  TRACTION  BRAKE  CO. 

General  Office  and  Works,  Wilmerding,  Pa. 


2221 


^VeshnghouseTractioh  Brakes 


10 


ELECTRIC  RAILWAY  JOURNAL 

They  used  lighter  rail 
and  the  saving  in  cost 
practically  paid  for  the 
welding  job  done  with 


November  19,  1927 


^^^'' 


%l^^ 


ThGrmit 


SECOGNIZING  that  the  rail  joint  is  ordinarily  the 
I  weak  spot  in  any  track  structure,  several  progressive 

railway  properties  have  found  that  lighter  rail  can  be  used 
through  elimination  of  the  joint  by  Thermit  Welding.  In 
this  way  a  track  structure  amply  strong  for  the  traffic  is 
obtained,  with  a  materially  reduced  tonnage  of  steel  rail.  In 
fact  the  savings  in  cost  of  rail,  freight  and  handling,  have 
been  approximately  enough  to  pay  for  welding  with 
Thermit.  The  resulting  job  is  smoother  riding  and  it  entails 
no  future  cost  for  maintenance  of  joints. 


On  one  prominent  road, 
one  time  winner  of  the 
Coffin  award,  the  use  of 
Thermit  has  permitted 
103  lb.  rail  to  replace  a 
134  lb.  section, — a  saving 
of  31  lbs. 


|||ii;ii;;!;|l| 


METAL   &^  THERMIT  COrtPORATIOV^ 


1%P      B  RP A  DWAY  .  N  EW  YORK  .    N. Y. 


PITTSBOEGH 


CHICAGO 


BOSTON 


SOUTH  SAN  FEANCISCO 


TOROMTO 


Qcr 

"Hall-Scott 


The  $1000,000  Verdict 


The  largest  coach-operating  electric 
railway  in  the  country  has  backed 
its  high  opinion  of  Q.  C,  C,  coaches 
with  a  million  dollars!  Here  is  the 
record  for  1927: 


65 

20 


FEBRUARY 

Q.  C.  C    Gas-Electric  Coaches 

AUGUST 

Q/C,C  Mechanical  Drive  Coaches 


'^   r^  AND   NOW 

N-/  <-^    Q.  C-  C,  De  Luxe  Urban  Coaches 


Of  the  187  six-cylinder  coaches  pur- 
chased by  Public  Service  this  year, 
120  are  Q.Cf:  coaches— 64%  of  the 
whole  six-cylinder  business  goes  to 
Q.C.C — the  million  dollar  verdict  of 
Experience — a  significant  guide  to 
any  coach  operator. 

AMERICAN  CAR  AND  FOUNDRY 

^|  MOTORS  COMPANY 

"    30  CHURCH  STREET,  NEW  YORK 


^'^r  "f^                                       l^^^^Kr  ..                 ^           T  BR.                    n                         xy 

^^^^' 


Q.cr 

"Hall-Scott 


DeLuxe  Urban  Coach  Operation 
Endorsed  by  Public  Service 


De  Luxe  Urban  Coach  Service  is  a  direct 
challenge  to  the  private  motor  car.  By 
furnishing  attractive,  high  grade  trans- 
portation (with  accommodations  for 
standees  in  rush  hours  if  necessary)  a 
load  factor  sufficient  for  profitable  opera- 
tion is  attained.  A  high  ratio  of  passenger 
miles  per  coach  mile  may  be  maintained 
at  higher  than  average  rates  of  fare! 

The  thirty-five  Q.  C,  C  De  Luxe  Urban 


Coaches  ordered  by  Public  Service  demon- 
strate how  Oi,C,C,  progressiveness  in 
design  enables  electric  railway  operators 
to  capitalize  profitably  on  every  trend 
in  mass  transportation. 

Noted  operators  have  convinced  them- 
selves of  the  unique  ability  of  Q.  C.  C 
coaches  to  furnish  high-income  revenue- 
transportation.  Orders  and  repeat  orders, 
on  every  type  of  operation,  are  the  proof. 


AMERICAN  CAR  AND  FOUNDRY  MOTORS  COMPANY 

30  CHURCH  STREET,  NEW  YORK 

Q.C.f^  builds  the  most  comprehensive  line  of  motor  coaches  ever  offered  by  a 
single  manufacturer.  Capacities  from  16  to  60  passenger.  All 
body  types  and  styles.    Quality  considered,  prices  are  low. 


ir  iof--i 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


13 


Hamilton,  Ont, 


^^*-"-^"^*-ni-N- 


THEY  USE  THEM  IN 
CANADA,  TOO 

SIXTY-FOUR  cities  have  adopted,  or  will 
place  in  operation  (during  1927),  2,829 
cars  equipped  with  more  than  5,000  treadle 
exit  doors.  At  least  a  dozen  of  these  cities 
are  in  Canada.  Hamilton,  Ontario,  for  in- 
stance, will  make  use  of  36  cars  equipped 
with  treadles. 

Calgary,  Edmonton,  Ottawa  and  Vancouver 
are  among  the  other  Canadian  cities  which 
have  adopted  treadle  doors  within  the  year. 

NATIONAL  PNEUMATIC  COMPANY 

Executive  Office;  Graybar  Building,   New  York 
General  Works,  Rahway,  New  Jersey 
CHICAGO  MANUFACTURED  IN  TORONTO.  CANADA.  BY  PHILADEIJ»HIA 

518  Mccormick  Building  Railway  &  Power  Enrineering  Corp..  Ltd.  1010  Colonial  TlniBt  Building 


X 


14 


ELECTRIC  RAILWAY  JOURNAL 


November  19, 1927 


No  chickens 


HE  GENERAL 
Public,  it  seems, 
will   no   longer 
ride   in   noisy,  uncom- 
fortable and  slow-mov- 
ing   electric    cars.     So 
revenues    pn    a    good    many  roads 
have  dropped! 

And,  since  revenues  have  dropped, 
how  are  these  roads  going  to  find 
the  money  to  buy  new  cars? 

It  reminds  us  of  the  old  poser 
concerning  the  chicken  and  the  egg. 
But  unlike  this  riddle  of  the  ages 
there  is  an  answer  to  our  problem. 
It  can,  in  fact,  be  solved  by  any  group 


November  19, 1927  ELECTRIC  RAILWAY  JOURNAL  15 


without  eggs  / 


of  far-sighted  business  men  in  the 
industry  who  will  bring  themselves 
to  look  on  the  electric  car  as  a  vehicle 
of  the  future  and  not  the  past,  and 
who  will  visualize  the  effort  and 
investment  necessary  to  develop  a 
service  worthy  of  real  leadership. 
Recent  awards  of  the  Coffin  Prize 
prove  this  beyond  doubt. 

After  all,  transportation  is  today's  most 
insistent  basic  demand.  Salesmanship  can 
win  the  market  here  as  it  has  done  elsewhere. 


The  Four  Features  of  '^ 

Balanced  Design 

are  the  Cardinal  Points 

of  today^s  demand 


CINaSNATI 
^is&  CARS 

The  Four  Features  of  BALANCED  DESIGN  are  the  Cardinal  Points  of  Today's  Demand 


16 


ELECTRIC  RAILWAY  JOURNAL 


November  19,  1927 


Satety  Cart  at  Houston. 
Texas.  The  Houston  Elec- 
tric Company  is  one  of 
hundreds  of  traction 
properties  that  have 
adopted  Safety  Cars  as 
the  modern  cart  for 
modem  service. 


3121 


bluKon  has  brought  the  Sa/eft/  Car 

WITH  transportation  progress  has  come  the  Safety  Car. 
Progressive  traction  properties,  quick  to  reahze  the 
intrinsic  worth  of  Safety  Car  Control,  adopted  it — thus 
establishing  the  trend  that  has  led  to  nation-wide  acceptance 
of  the  Safety  Car — the  modern  car. 

Now  firmly  established  as  the  standard  on  hundreds  of 
properties.  Safety  Cars  are  consistently  proving  a  stimulus 
to  modern  traction  service.  With  their  adoption  has  come 
a  more  frequent  service,  better  schedule  speeds  have  been 
maintained  and  the  reaction  of  the  riding  public  has  invari- 
ably voiced  itself  in  the  form  of  increased  patronage.  Inas- 
much as  increased  patronage  means  greater  revenue.  Safety 
Car  adoption  is  natural. 

Detailed  information  relative  to  the  intrinsic  value  of  the 
Safety  Car  may  be  obtained  from  any  of  our  conveniently 
located  offices.  This  service  is  maintained  exclusively  for 
the  use  of  the  operator  and  is  in  no  way  obligatory. 

SafetyCarDevicesOol 

OF  St.  Louis,  Mo. 
Postal  and  Olographic  Address: 

WllMEROING,  Pa. 

CHICAGO     SAN  FRANCISCO    NEW  YORK    WASHINGTON    PITTSBURGH 


Interlocking  the  power  and  brakes  by  means  of  special  controller 

handle  provides  safeguard  against  operator's  inattention 

or  disability. 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


17 


Ji^ep  the  roadway 


(mM. 


The  sweeper  is  easily  and 
quickly  converted  to  a  utility 
truck  for  construction  or 
emergency  purposes,  by  remov- 
ing the  broom  and  rear  cab, 
and  substituting  a  material 
body,  thus  giving  year-round 
service. 


The  Gas 'Electric 
Snow  Sweeper 


Is  a  mobile,  powerful  unit  of  equal  value  in  clear' 
ing  car  tracks  or  bus  routes  of  snow.  It  is  of  spc' 
cial  advantage  in  removing  snow  from  tracks  in 
front  of  car  barns,  or  emergency  work,  freeing 
stalled  cars,  etc. 

The  gas'electric  drive  gives  great  flexibility  of 
control,  a  wide  range  of  speed,  and  independent 
control  of  broom  speed.  When  operating  the 
broom,  the  sweeper  is  driven  from  the  rear  cab, 
with  broom  foremost. 


Designed  and  Built  by 

CUMMINGS  CAR  AND  COACH  CO. 

CHICAGO 


18 


ELECTRIC  RAILWAY  JOURNAL 


November  19,  1927 


'<L  the 
the  show. 

The  concensus  of  opinion  was  that 
«i  electric  car  from  Houston,  Tex., 
shotiW  take  first  prize  in  the  eye- 
dAzzlIng  class.  Boasting  a  robin's- 
ogg  blue  background,  with  pale 
green  bottom  strips,  scarlet  and 
black  stripes,  gold  inlay  work,  yel- 
low window  sashes  and  maroon 
siaiiied  glass  panels  at  the  top  of 
each  window,  the  entry  from  the 
south  is  a  real  work  of  art. 


"The  Hit  of  the 
Convention" 

Houston,  Texas,  shows  how 
to  sell  rides! 


Back  of  C.  O.  Birney's  design  of  this  car;  backed  by  Stone  &  Webster  and  the 
Houston  Electric  Co.  which  is  under  the  executive  management  of  Stone  & 
Webster,  Inc.,  and  back  of  the  Quahty  Shops'  execution  of  this  order  there  was 
one  BIG  IDEA — to  sell  rides. 

For  this  car  exempUfies  outside  and  inside  not  only  the  finest  creation  of  the  car 
builder's  art  but  typifies  the  application  of  modern  merchandising  to  increase  the 
sale  of  a  service. 

To  quote  "The  Cleveland  News"  during  the  Convention. 

"The  consensus  of  opinion  was  that  an  electric  car  from  Houston,  Tex.,  should 
take  first  prize  in  the  eye-dazzling  class.    Boasting  a  robin's-egg  blue  background, 
with  pale  green  bottom  strips,  scarlet  and  black  stripes,  gold  inlay  work,  yellow 
window  sashes  and  maroon  stained  glass  panels  at  the  top  of  each  window 
entry  from  the  South  is  a  real  work  of  art." 

Here  is  a  direct-to-the-rider  appeal  that  does  not  lose  sight 
of  the  work  to  be  done. 

And  in  the  interior  are  those  comforts  which  please  the  cus- 
tomer when  he  buys  a  ride.  Neat  in  finish,  adequate  lighting, 
genuine  leather-covered,  thickly  upholstered  seat  cushions, 
floor  covering  of  Mosaic  rubber  tile — here,  too,  are  features 
through  which  Houston  will  meet  the  demand  for  better  trans- 
portation and  sell  more  rides. 


SlLnviisCarCA 

* — ^^^^ 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


19 


%. 


20 


ELECTRIC  RAILWAY  JOURNAL 


November  19,  1927 


Grade  M 


f9 


Quicker  starts  and  more  p)owerful  braking  are  both  needed  to  keep 
electric  railway  cars  abreast  with  the  other  street  traffic.  These  mod- 
em schedules  impose  operating  conditions  that  send  many  an  ordinary 
gear  or  pinion  to  an  early  rest  on  the  scrap  pile. 

Depend  upon  the  gearing  which  has  proved  its  reliability. 

Specify  "Grade  M". 


General  Electric  has  car- 
ried its  research  work  in 
metallurgy,  its  testing 
and  heat-treating  pro- 
cesses on  gearing,  to  the 
point  where  a  product 
like  the  Grade  M  Gear 
and  Pinion  can  be  instal- 
led with  absolute  confi- 
dence. 


Modem  Equipment  Steindards 

330-12 

■AL  ELECTRIC 


Electric  Railway  Journal 

Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Publishing  Company,  Inc. 

Charles  Gordon,  Editor 


Volume  70 


New  York,  Saturday,  November  19, 1927 


Number  21 


Choosing  Winter  Grade  Oil  Intelligently 

MUCH  electric  railway  equipment  operated  in  the 
United  States  is  exposed  to  low  temperatures  dur- 
ing the  winter  season  and  under  such  conditions  lubri- 
cation becomes  a  difficult  problem.  All  of  the  lubricating 
oils  become  sluggish  at  low  temperatures,  some  even  to 
the  point  of  solidification.  With  the  normal  flow  of 
lubricants  interrupted  the  moving  surfaces  in  contact 
are  subjected  to  increased  wear  due  to  the  lack  of  lubri- 
cation. 

It  has  now  become  general  practice  to  change  the  oil 
used  to  a  winter  grade  as  soon  as  cold  weather  ap- 
proaches. The  amount  of  solidification  in  oil  depends 
to  a  large  extent  on  the  base  used  and  the  content  of 
paraffin  wax.  In  general,  lubricating  oils  refined  from 
naphthenic  base  crudes  in  which  the  paraffin  wax  content 
is  low,  or  sometimes  even  negligible,  will  show  a  con- 
siderably lower  pour  test,  or  temperature  of  congeal- 
ment,  than  those  refined  from  paraffin  base  crudes  unless 
the  latter  are  suitably  chilled  and  otherwise  treated  for 
wax  removal  in  the  course  of  refinement. 

Another  important  point  that  should  be  looked  after 
during  cold  weather  is  the  possibility  of  ice  formation  in 
the  lubricating  system.  Present-day  lubricating  oils  are 
water  free  when  received  from  manufacturers,  but  some- 
times, with  improper  storage,  water  may  gain  entry  to  the 
oil  house  or  storeroom  due  to  careless  exposure  of  an 
oil  drum  to  the  weather,  or  to  the  activities  of  some 
laborer  in  cleaning  the  oil  house.  It  is  good  practice 
never  to  use  a  hose  in  an  oil  house  where  lubricants  are 
stored. 

Water  will  settle  to  the  bottom  of  any  lubricating  sys- 
tem and  will  freeze  should  the  temperature  drop 
sufficiently.  The  resulting  ice  of  course  impairs  the 
lubrication  and  occasionally  actually  stops  the  flow  of  oil. 
To  meet  cold  weather  conditions  be  sure  to  have  the 
proper  grade  of  water-free  lubricant. 


Does  Rail  Co-operation  Jeopardize  Bus  Sales? 

THOUGH  rather  carefully  worded  to  avoid  a  blunt 
statement  of  the  ideas  which  it  seeks  to  raise  in  the 
minds  of  its  automotive  manufacturer  readers.  Auto- 
motive Industries,  in  its  issue  of  Nov.  12,  obviously 
questions  the  wisdom,  from  the  bus  manufacturer's  view- 
point, of  sales  policies  based  on  a  continuation  of  co- 
operation with  electric  railways.  The  article  dissects 
in  detail  the  report  of  the  committee  on  motor  vehicle 
information  recently  presented  at  the  Cleveland  con- 
vention, with  the  avowed  object  of  showing  that  the 
report  contains  "phraseology  and  viewpoint  most  of 
which  is  generally  associated  with  a  group  engaged  and 
interested  primarily  in  a  contest  or  a  fight  rather  than 


with  a  group  interested  primarily  in  study  and  develop- 
ment of  the  most  efficient  and  economic  form  of  trans- 
portation for  the  American  public." 

If  this  were  the  real  object  of  the  article  the  inferences 
regarding  the  attitude  of  electric  railways  toward  buses 
might  in  some  respects  be  worthy  of  careful  thought, 
even  though — as  the  author  himself  almost  admits — 
the  article  builds  a  fabric  of  generalizations  regarding 
the  electric  railway  attitude  as  a  whole,  from  discon- 
nected words  and  phrases  hand  picked  from  a  particular 
report.  If  the  object  of  the  article  were  really  to  pro- 
mote the  application  of  sound  principles  of  economics  in 
the  determination  of  transportation  policy  in  the  public 
interest,  then  at  least  its  intent  would  be  above  question 
regardless  of  how  greatly  electric  railway  men  might 
differ  with  its  inferred  conclusions. 

It  is  to  the  very  last  paragraph  of  the  article,  how- 
ever, that  we  must  look  for  its  real  purpose.  Quoting 
from  a  similar  article  published  in  Automotive  Industries 
of  Jan.  22,  1927,  it  says :  "It  has  become  increasingly 
apparent  to  those  interested  in  promoting  the  use  and 
sale  of  motor  buses  that  maximum  utilization  of  such 
vehicles  is  unlikely  to  be  reached  by  leaving  to  agencies 
fundamentally  opposed  to  their  use  the  determination  of 
where  they  are  and  where  they  are  not  suitable."  Thus, 
the  maximum  utilization  of  motor  buses  as  such,  regard- 
less of  whether  or  not  existing  rail  service  in  a  given 
territory  is  satisfactorily  and  economically  meeting  the 
public  demands  for  service,  is  taken  by  the  writer  to  be 
sound  policy  for  those  interested  in  manufacturing  and 
selling  buses. 

Such  a  viewpoint  is  at  considerable  variance  with  ac- 
cepted modern  principles  of  sound  merchandising  policy. 
The  responsible  bus  manufacturer  is  building  for  to- 
morrow as  well  as  for  today.  With  that  in  mind  his 
interest  in  his  product  does  not  cease  when  the  sale  is 
made.  Not  only  must  he  make  money  in  the  manufacture 
and  sale  of  buses,  to  stay  in  business,  but  his  customer, 
as  well,  must  make  money  in  their  operation.  Other- 
wise the  market  for  buses  wouldn't  last  long.  To  put 
this  another  way,  the  manufacturer  is  interested — or 
should  be — not  only  in  finding  a  market  for  his  product, 
but  in  sustaining  and  expanding  that  market. 

The  electric  railways  have  proved  to  be  a  desirable 
market  for  buses,  both  from  the  standpoint  of  volume 
of  purchases  and  of  credit  considerations.  To  that  fact, 
and  that  fact  alone,  is  attributable  the  growing  co-opera- 
tion between  bus  manufacturers  and  the  railways.  There 
is  no  altruism  in  this  arrangement.  There  isn't  even  pub- 
lic spirit  in  it.  It  is  merely  downright,  hard-headed  good 
business,  and  bus  manufacturers  proved  that  to  them- 
selves by  costly  experience  before  the  present  degree  of 
co-operation  was  brought  about. 

What,  then,  is  the  answer  to  the  questions  raised  by 


This  is  the  issue  in  November  that  is  devoted  essentially  to  maintenance 

and  construction  subjects 


928 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


Automotive  Industries?  Buses  are  sold  to  be  operated 
at  a  profit.  Their  continued  sale  does  not  depend  on 
the  whim  or  the  prejudices  of  any  particular  group  of 
operators,  but  on  the  ability  of  the  automotive  vehicle 
to  earn  a  continuing  profit  while  discharging  in  full  the 
obligations  of  a  common  carrier.  Wherever  and  when- 
ever they  can  do  that  successfully  in  co-ordination  with 
existing  rail  lines  they  will  be  used  by  railway  operators, 
and  the  prejudices  of  any  particular  individual  or 
group  will  not  check  even  temporarily  the  inexorable 
working  of  economic  law.  Wherever  buses  can  do  this 
more  successfully  than  can  rail  lines  they  will  replace 
rails  regardless  of  whether  or  not  existing  operating  man- 
agements are  friendly  or  unfriendly  to  their  use. 

All  this,  however,  is  entirely  a  different  matter  than 
the  ruthless  destruction  of  existing  rail  investment  by 
the  competition  of  buses  which  are  not  prepared  to  as- 
sume the  full  obligations  of  the  service  which  they 
destroy.  It  is  different  than  making  money  with  buses 
by  operating  them  on  selected  routes  representing  the 
cream  of  the  traffic  in  a  given  community  while  the  rail- 
way continues  to  carry  the  burden  of  rendering  a  com- 
plete transportation  service.  So  clearly  are  these  mat- 
ters now  understood  by  railway  operators,  responsible  bus 
manufacturers  and  regulatory  officials  that  their  state- 
ment here  is  almost  unnecessary,  except  by  way  of  clear- 
ing up  the  innuendos  contained  in  the  article  under  dis- 
cussion, which  appear  to  be  directed  toward  breaking 
down  that  co-operation  between  the  automotive  and 
electric  railway  industries  which  has  been  built  only 
through  several  years  of  earnest  effort  by  both  groups. 

But  where,  then,  is  the  bus  manufacturer  to  look  for 
a  continuance  and  increase  in  his  market?  He  doesn't 
need  to  look  far.  Some  of  the  more  progressive  manu- 
facturers are  already  finding  the  answer.  The  bus  indus- 
try is  in  a  sense  entering  a  new  stage.  Blunderbuss 
manufacturing  and  selling  are  giving  way  to  scientific  de- 
sign and  application.  What  was  formerly  merely  a  bus 
is  today  becoming  a  specialized  vehicle  for  a  particular 
kind  of  service.  This  is  opening  to  the  bus  manufacturer 
new  uses  for  his  vehicles  and  to  the  railway  man 
new  opportunities  for  extending  the  field  of  his  service — 
at  a  profit.  In  these  last  three  words  lies  the  alpha  and 
the  omega  of  the  bus  problem.  If  the  bus  manufacturer 
will  concentrate  on  finding  out  all  there  is  to  know  about 
how  to  make  money  with  buses  discharging  in  full  the 
responsibilities  of  a  public  transportation  agency,  he 
needs  to  worry  little  about  the  words  and  phrases  con- 
tained in  any  particular  committee  report. 


Now  Is  the  Time  to  Check  Air  Piping 

SOME  properties  have  operated  the  same  air  equip- 
ment on  their  cars  for  years  without  troubles  due  to 
climatic  changes.  Standard  inspections  have  been  given 
and  the  only  change  made  in  the  maintenance  schedule 
during  the  winter  months  has  been  to  drain  the  air 
reservoirs  more  frequently.  However,  on  modern  cars 
with  pneumatic  safety  devices  and  on  the  old  cars  when 
similar  devices  were  installed  trouble  began  to  develop 
during  cold  weather  due  to  moisture  freezing  in  the 
pneumatic  apparatus. 

During  the  past  winter  some  railways  spent  consider- 
able money  for  various  anti-freeze  compounds.  Others 
found  it  necessary  to  organize  blow-torch  brigades  to 
thaw  out  frozen  valves  and  other  parts  on  the  road.  A.s 
a  result  the  service  suffered  from  frequent  interruptions 
and  the  maintenance  expense  went  to  abnormal  heights. 


This  condition  automatically  caused  a  certain  feeling  of 
uncertainty  in  regard  to  pneumatic  safety  appliances. 
In  a  great  many  instances  the  trouble  could  have  been 
avoided  had  the  apparatus  been  installed  in  the  proper 
manner. 

Now  that  the  severe  winter  operating  conditions  are 
near  at  hand  it  is  well  to  check  up  on  the  air  equipment 
and  rectify  any  faults  which  might  cause  a  repetition 
of  some  of  the  troubles  experienced  the  past  winter. 
For  instance,  care  should  be  taken  to  see  that  all  of  the 
piping  is  installed  so  as  to  prevent  the  formation  of 
water  pockets  and  that  all  the  pipes  drain  toward  a  com- 
mon point.  With  this  taken  care  of  and  suitable  cooling 
coils  installed  a  great  many  of  the  service  interruptions 
due  to  pneumatic  freeze-ups  will  be  obviated. 


Where  Saving  With  Home-Made  Devices 
Was  an  Expense 

SOME  surprising  comparisons  have  been  made  by  one 
large  city  railway  system  between  the  cost  of  making 
its  own  overhead  line  materials  and  the  cost  when  pur- 
chased from  a  manufacturer.  This  company  for  years 
made  its  own  overhead  materials,  but  more  recently  has 
been  purchasing  similar  material  from  a  leading  manu- 
facturer. During  the  first  six  months  of  1924  rigid 
cross-overs  made  by  the  company  required  220  replace- 
ments, while  for  the  same  period  in  1927  only  29  replace- 
ments were  necessary  with  the  rigid  cross-overs  pur- 
chased from  the  manufacturer.  Home-made  adjustable 
cross-overs  required  262  replacements  during  the  first  six 
months  of  1924,  while  in  the  first  six  months  of  1927  only 
82  of  the  manufacturer's  adjustable  cross-overs  were 
needed. 

In  the  first  half  of  1924  861  home-made  copper  splic- 
ing sleeves  were  used,  while  in  the  1927  half  year  only 
303  of  the  manufacturer's  splicers  were  needed.  In  this 
instance  the  railway  is  still  in  the  process  of  replacing 
the  old  sleeves  with  the  manufactured  product,  so  that 
the  ultimate  difference  between  the  requirements  for 
splicers  of  the  two  tyjjes  will  be  greater  after  all  the 
home-made  ones  have  been  taken  out  of  service. 

As  to  the  effect  on  continuity  of  service,  the  difference 
has  been  marked.  Substitution  of  manufactured  trolley 
ears  for  a  home-made  mechanical  clip  on  the  downtown 
heavy  traffic  streets  has  been  accompanied  by  a  reduction 
of  emergency  calls  for  ear  troubles  from  more  than  two 
a  week  to  none  in  a  period  exceeding  three  months. 
Frogs  purchased  from  a  local  foundry  cost  $5,  as  com- 
pared with  $8  for  a  well-known  commercial  type.  But 
the  $8  frog  repeatedly  demonstrated  its  ability  to  outlive 
the  local  foundry  frog  by  giving  three  times  the  length 
of  service.  Thus  the  apparent  saving  of  $3  for  one  frog 
was  really  a  loss  of  $7  for  material  alone  without  taking 
into  account  the  cost  of  installing  two  additional  frogs  to 
make  the  local  product  give  a  life  equivalent  to  that  of 
one  frog  manufactured  by  the  specialist. 

Most  important  of  all  is  the  relationship  between  these 
various  devices  used  in  the  overhead  line  and  the  number 
of  trolley  wire  breaks.  In  the  year  1919  this  company 
had  141  breaks.  By  1926  this  had  gone  down  to  81 
breaks,  and  in  1927  there  were  only  28  breaks  in  the 
first  eight  months,  compared  with  56  in  a  similar  period 
of  last  year.  This  progressive  improvement  is  at  least 
in  considerable  part  due  to  the  lessened  wear  and  burn- 
ing of  the  wire,  showing  that  the  manufacturer  had 
utilized  in  his  designs  the  broad  experience  gained  from  a 
study  of  his  devices  as  used  on  many  properties. 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


929 


An  Interesting  Experiment  in  Fares 

CONSIDERABLE  importance  attaches  to  the  change 
in  fares  on  the  Key  System  Transit  Company's 
lines  which  was  ordered  by  the  California  Railroad  Com- 
mission on  Nov.  11.  With  insufficient  revenue,  the  com- 
pany in  January,  1926,  obtained  an  increase  on  its  city 
lines  from  the  6-cent  fare,  which  had  been  in  effect  for 
several  years,  to  7  cents  in  the  hope  of  getting  more  rev- 
enue. The  increase  was  only  about  one-fourth  of  the 
amount  needed,  so  that  the  new  plan  has  been  devised 
in  the  hope  of  gaining  the  amount  which  was  desired 
when  the  present  fare  was  adopted  nearly  two  years  ago. 

The  new  plan,  which  goes  into  effect  on  Dec.  10,  is  an 
innovation  in  this  country.  Briefly,  it  calls  for  a  10-cent 
cash  fare,  a  5-cent  short-haul  fare  good  all  hours  in  each 
of  two  areas,  a  $1  weekly  pass  and  an  off-peak  cash  fare  of 
5  cents  between  the  hours  of  9  a.m.  and  4:30  p.m.  A 
$1.50  weekly  pass,  good  in  two  or  three  zones,  also  is 
a  part  of  the  plan. 

Frankly,  the  basic  idea  is  that  this  combination  of 
high  cash  fare  with  reduced  rates  for  off-peak  riders  and 
regular  customers  will  so  increase  the  traffic  on  the  line 
that  the  revenue  will  be  much  greater  than  before.  The 
chief  engineer  of  the  commission  estimates  that  the  in- 
crease in  revenue  due  to  the  off-peak  fare  of  5  cents  will 
be  anywhere  from  25  per  cent  to  100  per  cent.  There 
is  no  precedent  in  this  country  on  which  to  base  an 
opinion.  There  is  a  somewhat  similar  off-peak  fare  on 
the  lines  of  the  London  County  Council  Tramways, 
although  conditions  there  are  widely  different  because 
the  system  is  almost  entirely  in  competitive  territory. 
Moreover,  there  is  no  combination  with  the  weekly  pass 
as  in  the  present  instance.  The  commission  evidently 
regards  the  plan  as  an  experiment  and  that  the  rates  will 
have  to  be  changed  again  if  the  results  fall  below  expecta- 
tions. Whatever  the  outcome,  it  will  be  awaited  with 
interest  by  the  entire  industry. 


Discarding  Surplus  Material  Is  an  Economy 

MANY  good  housewives  have  attics  filled  with  sur- 
plus material  from  days  gone  by.  That  old  bonnet 
may  some  day  be  made  over  for  one  of  the  girls,  when 
the  style  comes  back,  and  in  a  few  years  Johnny  may  be 
able  to  wear  father's  cast-off  pants  unless  the  moths  get 
to  them  first.  Courage  is  necessary  when  one  decides  to 
throw  away  something  that  appears  perfectly  good  and 
which  may  be  of  value  some  time  in  the  future.  Only 
the  bravest,  realizing  that  in  future  years  a  new  genera- 
tion might  find  the  discarded  relics  and  put  them  in  the 
fire,  will  call  in  the  old  clothes  man  and  take  the  few 
cents  he  offers. 

So  it  is  with  the  stores  department  of  the  average  rail- 
way. Materials  and  parts  are  ordered  for  some  specific 
purpose,  and  to  insure  that  repairs  can  be  made  without 
delay  there  is  a  small  surplus  kept  on  hand.  Finally  the 
motor,  the  truck  or  the  car  is  discarded  and  a  new  type 
takes  its  place.  Often,  the  stock  of  repair  parts  is  re- 
tained on  the  shelves,  taking  valuable  space  and  keeping 
alive  a  set  of  ledger  accounts  for  the  unused  material.  It 
is  too  good  to  throw  out  as  scrap,  and  yet  the  chance  that 
it  ever  will  be  used  for  its  original  purpose,  or  evgn  for 
any  purpose,  is  practically  nil. 

The  committee  on  purchases  and  stores  of  the  En- 
gineering Association  in  its  1927  report  realized  this 
situation,  for  it  has  made  a  careful  analysis  of  the  prob- 
lem. The  committee  recommends,  first  of  all,  that  a 
company    endeavor    to    dispose    of    surplus    materials 


through  company  subsidiaries  or  nearby  companies;  if 
that  fails,  to  advertise  in  trade  papers  or  seek  an  outlet 
through  second-hand  dealers.  As  a  last  resort  the  ma- 
terial should  be  scrapped. 

As  to  the  results,  the  committee  finds  that  one  large 
company  during  a  period  of  three  years  has  worked 
along  these  lines  and  disposed  of  many  thousands  of  dol- 
lars' worth  of  surplus  stock  at  prices  running  from  39  to 
50  per  cent  of  the  ledger  value,  while  other  companies 
have  obtained  equally  satisfactory  results.  Surely  a  sub- 
ject so  carefully  analyzed  is  not  open  to  debate.  Every 
storekeeper  in  the  industry  who  has  not  already  done  so 
should  at  once  start  to  clean  house. 


Red-Headed  Mary  Smith,  Alias  Mae  Smythe 

PAINT  has  many  purposes.  Most  of  them  are  utili- 
tarian. "Save  the  Surface  and  You  Save  All"  has 
seeped  in  as  a  practical  slogan  paying  dividends  in  dol- 
lars saved.  Although  in  the  past  railways  have  not  been 
sparing  of  paint,  their  car  color  schemes  have  had  somber 
hues.  That  was  considered  good  practice.  It  was  eco- 
nomical. It  was  a  matter  of  paint  considered  entirely 
from  the  utilitarian  point  of  view.  It  took  no  account 
of  increased  visibility;  neither  did  it  take  into  account 
the  possible  passenger  pulling  power  of  color.  In  their 
over-emphasis  on  usefulness,  the  railways  failed  to  be 
color  conscious.  Their  equipment  merely  mirrored  the 
thinking  of  their  day,  that  allurement  and  attractiveness 
were  on  a  different  plane  from  utility,  and  not  on  too 
high  a  plane  either. 

The  most  recent  riot  of  color  is  better  than  the  somber 
hues  of  the  past,  provided  the  contrast  is  not  too  pro- 
nounced. A  street  car  in  desert  sand,  deep  cream, 
pyramid  gray  and  red  fire  served  only  to  remind  a  wag 
of  the  girl  who  talks  about  her  "auburn  tresses"  and 
signs  herself  "Mae  Smythe,"  but  whom  he  knew  for  betr 
ter  or  for  worse  as  "that  red-headed  Mary  Smith."  Of 
course,  there  was  a  little  affectation  in  Mary  Smith 
assuming  the  role  she  did,  but  even  affectation  is  a  good 
thing  if  it  is  not  carried  too  far.  And  so  it  is  with  the 
railways.  Isn't  it  a  little  more  alluring  to  proclaim  to 
the  public  that  a  car  is  desert  sand  than  to  say  that 
it  is  reddish  gray?  Isn't  it  much  better  to  say  that  an 
assemblage  is  a  gang,  if  it  really  is  the  latter  and  not  the 
former  ? 

But  if  paint  has  its  purposes  in  industry  when  spread 
on  the  outside,  it  also  has  its  so-called  internal  uses. 
These  were  discovered  long  ago  in  connection  with  the 
problem  of  interior  illumination  in  shop  and  office.  And 
now  comes  the  use  of  color  in  the  painting  of  machinery. 
One  of  the  first  of  these  apostles  was  the  man  who 
painted  his  linotype  machines  and  printing  presses  white. 
He  was  a  pioneer.  But  he  won  many  votaries.  The 
latest  of  these  is  the  man  who  has  announced  the  choice 
of  ornate  colors  for  the  machinery  in  his  electric  railway 
shop.  The  color  scheme  to  be  adopted  is  apparently  still 
in  the  making,  but  what  if  he  does  decide  his  lathes  shall 
be  in  lavender,  his  borers  in  blue  and  his  wheel  press  in 
pink?  Of  course,  they  will  still  be  the  same  tools,  but 
they  will  take  on  added  prestige.  Are  things  any  the 
worse  for  a  little  bit  of  attitudinizing?  We  know  Mary, 
if  we  know  her  at  all,  for  what  she  is.  And  so  it  is 
with  things  utilitarian.  We  are  not  likely  to  be  defrauded 
and  mistake  for  something  else  a  street  car  in  pyramid 
gray  or  a  lathe  in  lavender.  It  is  a  mauve  age.  White 
houses  with  green  shutters  have  not  passed  out  entirely. 
Let  us  use  colorful  words  in  describing  the  hues  that  are 
chosen,  but  let  the  painting  go  on. 


An  I-beam  traveling  system  passes  through  the  ovens  and  out  the  rear  end 

Dipping  and  Baking  Practice 

at  Los  Angeles 

Monorail  system  from  dipping  tank  through  oven  handles 
armatures  and  other  heavy  parts.  Careful  cleaning 
and  testing  are  important  features  of  motor  maintenance 


ON  AN  average  140  motors  per  month  are  over- 
hauled in  the  shops  of  the  Los  Angeles  Railway, 
Los  Angeles,  Cal.  Repairs  and  maintenance  to 
motors  are  given  close  attention  by  this  railway  as  these 
parts  of  the  car  equipment  are  exposed  to  the  dust  of  the 
roadbed  and  extremes  of  moisture.  As  a  result  the  insu- 
lating elements  are  deteriorating  continually  and  if  not 
properly  cared  for  the  insulation  breaks  down.  The  re- 
sulting short  circuits  of  this  nature  probably  account  for 
a  greater  proportion  of  the  entire  motor  failures  than  all 
other  causes  combined.  The  overhauling  system  of  the 
railway  provides  that  motors  will  be  shopped  peri- 
odically and  by  following  this  practice  the  number  of 
breakdowns  in  service  has  been  reduced  to  a  minimum. 

When  a  car  is  brought  into  the  shop  for  overhauling, 
motors  are  dismounted,  the  armatures  are  removed  and 
the  windings  are  uncovered.  Dust  is  blown  out  by  com- 
pressed air  and  oil  and  grease  are  removed.  The  arma- 
ture shaft  is  then  drilled  and  tapped  in  the  commutator 


end  to  take  a  suspension  hook  which  is  used  for  trans- 
porting the  armature  during  the  dipping  and  baking 
which  follow.    Armatures  weigh  from  300  lb.  to  590  lb. 

After  the  preliminary  cleaning,  the  armature  is  given  a 
thorough  test  to  determine  whether  rewinding  is  neces- 
sary. Where  the  windings  are  but  partially  damaged  and 
stripping  and  rewinding  are  unnecessary,  the  proper  re- 
pairs are  made  and  the  armature  is  then  given  the  regu- 
lar varnishing  and  baking.  Whether  windings  are  re- 
paired or  not,  every  armature  is  dried  out  thoroughly, 
varnished  and  baked  before  it  leaves  the  shop. 

To  protect  the  pinion  end  of  the  armature  shaft  a  light 
sheet  metal  cup  is  placed  over  it  before  the  armature  goes 
to  the  varnish  vat,  obviating  cleaning  after  the  baking. 
A  quite  elaborate  I-beam  overhead  monorail  system  has 
been  installed.  The  armatures  are  suspended  from  the 
trolleys  by  the  hooks  in  the  ends  of  the  armature  shafts. 
The  details  of  this  construction  were  published  in  Elec- 
tric Railway  Journal  for  May  21,  1927,  page  897. 


930 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


931 


In  preparing  armatures  for  varnishing,  they  are  given 
a  preliminary  baking  in  the  oven.  This  preheating  re- 
quires some  twelve  hours  and  it  is  considered  important  to 
keep  the  temperature  at  205  deg.  F.  In  specially  wound 
armatures  or  coils  the  cotton  covering  of  the  wire  usually 
contains  an  appreciable  amount  of  moisture,  which 
should  be  driven  off  before  varnishing.  This  is  also  true 
to  a  limited  extent  in  armatures  where  the  windings  have 
not  been  renewed.  The  preheating  also  expands  the  air 
inside  the  coils  and  promotes  deeper  varnish  penetration 
than  could  be  obtained  otherwise.  The  preheating  fur- 
ther makes  it  possible  to  reduce  the  period  of  varnish 
baking. 

Armatures  are  removed  one  at  a  time  from  the  pre- 
heating oven  and  are  removed  by  the  overhead  trolley  to 
the  dipping  tanks,  which  are  raised  by  hydraulic  pressure. 
The  armature  remains  stationary  and  the  raising  of  the 
tank  submerges  the  armature  up  to  the  level  of  the  com- 
mutator. An  armature  is  allowed  to  remain  in  the  var- 
nish twenty  minutes,  after  which  the  tank  is  lowered. 
The  armature,  after  being  allowed  to  drip,  is  then  pushed 
into  the  baking  oven,  where  it  remains  for  48  hours.  The 
baking  temperature  varies  with  the  size  of  the  armature 
between  200  deg.  and  250  deg.  F.  It  is  found  that  this 
temperature  does  not  injure  the  cotton  covering  of  the 
wire  and  that  in  48  hours  the  varnish  is  not  only  well 
dried  but  thoroughly  oxidized.  The  protective  film  pro- 
duced is  tough  and  moisture  proof. 

The  baking  of  the  dipped  armature  is  considered  one 
of  the  most  important  of  the  series  of  operations.  Under- 
baking  will  leave  the  varnish  soft  and  liable  to  be  thrown 
off  by  centrifugal  force  when  the  armature  is  placed  in 
service,  leaving  it  unprotected  and  out  of  balance.  The 
solvents  and  thinners  remaining  in  under-baked  portions 
also  decrease  the  dielectric  strength  and  are  apt  to  pro- 
mote deterioration  in  both  the  fabric  and  insulation. 
Over-baking  of  insulation  represents  an  economic  loss 
in  the  heat  consumed  beyond  that  necessary,  but,  more 
important  still,  it  also  tends  to  shorten  the  effective  life 
of  the  varnish  in  service.  It  is  therefore  considered  very 
important  in  baking  to  maintain  the  proper  oven  tem- 
perature and  to  hold  all  parts  of  the  oven  at  the  same 
temperature  to  get  uniformity  of  bake  throughout.  The 
fumes  and  gases  from  the  volatile  oils  driven  off  by  heat 
are  removed  immediately  in  order  to  maintain  the  most 
effective  drying  conditions  in  the  oven.  Oxygen  in  suf- 
ficient quantity  must  be  available  in  order  properly  to 
oxidize  .the  heavier  oils  in  the  varnish  compound. 

Another  important  factor  in  securing  satisfactory  re- 
sults is  to  maintain  the  varnish  at  proper  consistency  and 
free  from  foreign  substances.  This  is  not  difficult  if 
proper  attention  is  given. 

The  oven  equipment  used  by  the  Los  Angeles  Railway 
was  furnished  by  the  Young  Brothers  Company,  Detroit, 
Mich.  The  equipment  includes  a  three-compartment,  in- 
sulated, steel-panel  oven.  The  long  compartment  is 
divided  in  the  center,  with  swinging  doors  to  permit  a 
reduction  of  capacity  when  the  number  of  armatures  is 
below  normal.  Each  compartment  is  4  ft.  6  in.  wide  by 
7  ft.  9  in.  high  with  double  doors  at  the  end  3  ft.  by  6  ft. 
6  in.  The  preheating  compartment  is  7  ft.  6  in.  long, 
while  the  two  varnish  baking  compartments  have  a  com- 
bined length  of  30  ft. 

The  oven  walls  are  2  in.  thick  and  the  preheating  com- 
partment has  a  capacity  of  four  of  the  larger  armatures 
or  six  of  the  smaller  ones.  The  30-ft.  baking  compart- 
ment will  hold  24  of  the  smaller  armatures  or  twenty  of 
the  larger  size. 


The  preheating  oven  is  heated  by  six  General  Electric 
units  connected  in  delta  with  a  total  load  of  22.8  kw. 
The  baking  oven  carries  eighteen  General  Electric  units 
connected  partially  in  Y  and  partially  in  delta  with  a 
total  load  of  53  kw.  The  location  of  the  heaters  in  each 
oven  provides  correct  heat  distribution  throughout  the 
interior  and  insures  that  each  armature  has  the  same  heat 
intensity. 

The  current  supply  to  the  heaters  is  regulated  by  auto- 
matic control  and  the  temperature  is  retained  uniformly 
without  drop  except  when  the  doors  are  opened  to  admit 
freshly  dipped  armatures  or  to  remove  completely  baked 
units.    The  drying  oven  is  ventilated  entirely  by  adjust- 


The  dipping  tank  is  at  the  front  end  of  the  ovens 

able  roof  ducts,  while  in  the  baking  oven  there  is  a  bal- 
anced system  of  roof  and  floor  ducts.  Each  half  of  the 
bake  oven  has  a  stack  with  a  sump  just  over  the  oven 
roof  for  cleaning. 

The  ventilation  of  ovens  in  which  electrical  insulating 
compound  is  baked  must  satisfy  at  least  two  main  re- 
quirements. The  vaporized  chemical  driers  and  lighter 
oils  may  be  either  inflammable  or  explosive,  depending  on 
their  density,  and  air  mixtures  must  be  diluted  and  re- 
moved in  such  a  way  as  to  prevent  their  becoming  a  fire 
menace.  Sufficient  air  must  also  be  admitted  to  effect  a 
satisfactory  oxidation  of  the  heavier  oils  to  produce  a 
tough,  impervious  exterior  film  on  the  completed 
armature. 

The  building  program  of  the  Los  Angeles  Railway 
provides  for  a  new  armature  winding  shop.  When  this 
is  built  the  ovens  will  be  moved  into  it.  Consequently, 
in  choosing  the  oven  for  this  work,  proper  consideration 
was  given  to  the  type  which  could  be  removed  at  a  mini- 
mum expense.  This  and  the  low  cost  of  operation  were 
deciding  factors  in  the  choice  of  this  particular  type  of 
oven. 


932 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No. 21 


Fort  Worth  Rehabilitates 
Cars 

IN  ITS  campaign  this  year  for  "more  riders  and  more 
revenue"  the  Northern  Texas  Traction  Company, 
Fort  Worth,  Tex.,  has  carried  on  a  car  rehabilitation  cam- 
paign, according  to  its  brief  in  the  Coffin  contest  for 
1927.  This  has  included  both  its  interurban  and  city 
service.  In  an  article  on  page  246  of  the  issue  of  this 
paper  for  Feb.  5  George  Hoskins,  master  mechanic  of 
the  company,  described  the  latest  type  of  interurban  car 
used  by  the  company  between  Fort  Worth  and  Dallas 


The  interiors  have  been  equipped  with  leather-upholstered  seats, 
heavy  linoleum  on  the  floor,  sanitary  handholds,  nickel-plated 
fixtures  and  treadle  door  operation 


These  city  cars  have  been  painted  with  pennant  end  and  stream-line  effect 


and  known  as  the  "Crimson  Flier."  Coincidentally  with 
the  improvements  made  in  its  interurban  rolling  stock, 
the  company  has  also  remodeled  its  local  interurban  cars 
and  its  double-truck  city  cars. 

The  local  service  between  Fort  Worth  and  Dallas  is 
handled  in  normal  times  by  four  motor  passenger  cars. 
Originally  the  roofs  of  these  cars  were  of  the  monitor 
type  with  deck  ventilators.  This  type  of  roof  leaks  easily, 
particularly  around  the  deck  sash.  All  of  the  later  cars 
have  arch  roofs  with  metal  ventilators. 


This  same  type  of  roof  was  installed  on  all  cars.  The 
floors  were  covered  with  linoleum  of  the  same  pattern 
used  in  the  limited  trains,  namely,  of  6-in.  blue  and  white 
inlaid  blocks  with  a  clouded  effect  over  the  whole.  The 
original  side  lighting  was  replaced  by  dome  light  fixtures 
in  the  center  of  the  car. 

Basket  racks  that  were  on  the  panels  above  the  win- 
dows were  replaced  by  nickel-plated  coat  and  hat  rack 
hooks.  Bevel  plate  glass  mirrors  were  placed  on  the 
window  posts  in  the  rear  compartment  and  matchbox 
holders  were  placed  on  the  window  posts  in  the  smoking 
compartment.  The  original  seats  were  replaced  by  bucket 
type,  air-cushioned  double  seats,  upholstered  in  genuine 
blue  Spanish  leather.  Nickel-plated  wash  stands,  plate 
glass  mirrors,  paper  towel  dispensers  and  waste  towel 
receivers  were  installed  in  the  toilets.  All  metal  car 
trimmings  were  nickel  plated. 

The  floor  of  the  rear  vestibule  was  covered  with  green 
cork  linoleum  and  a  baggage  rack  was  built  in  on  the 
right-hand  side.  A  cocoa  foot  mat  was  placed  at  the 
door.  A  special  painting  scheme  was  adopted,  as  men- 
tioned below. 

During  the  year  twenty-five  city  converted  one-man  cars 
were  also  put  through  the  shops  and  modernized.  Each 
was  equipped  with  treadle  step  control  for  the  rear-exit 
door.  This  not  only  allows  faster  movement  of  pas- 
sengers on  crosstown  lines,  but  is  of  particular  advantage 
in  Fort  Worth  because  it  can  be  used  by  negroes,  who 
are  required  by  law  to  occupy  the  rear  seats  of  the  cars. 
To  eliminate  any  possible  danger  of  a  passenger  having 
his  arm  caught  in  the  door  after  he  has  alighted  from  the 
step  while  still  holding  onto  the  post  inside,  the  rubber 
tubing,  used  as  a  door  edging,  was  replaced  by  two  folded 
strips  of  sheet  rubber,  one  screwed  to  the  door  and  one 
to  the  post.  The  width  of  these  strips  is  such  that  an 
obstruction  like  a  human  arm,  up  to 
a  diameter  of  2^  in.,  may  be  pulled 
out  from  between  the  soft  rubber 
edges  without  injury.  One  car  was 
equipped  with  a  device  which  will 
reverse  the  door  engine  and  open  the 
door  if  there  is  any  obstruction  to 
prevent  full  closing. 

The  floors  of  the  city  cars  were  re- 
covered with  green  cork  linoleum 
with  aluminum  edging  around  the 
trap  doors  and  at  the  car  doors.  All 
interior  metal  fixtures  were  nickel 
plated  and  the  original  side  lighting 
was  replaced  by  square  base  dome 
light  fixtures.  The  seats  on  four 
cars  were  replaced  by  divided  spring- 
backed,  deep-spring  edge,  cushioned 
Walkover  seats,  upholstered  in  genu- 
ine brown  leather.  Other  seats  were 
covered  with  imitation  leather  of  the 
same  color  with  an  additional  roll  of 
cotton  along  the  front  edge  of  the 
seam  in  the  center  of  the  back  to  give 
a  bucket  type  seat.     In  their  finish  five 


cushion  and  a 
the  eflfect  of 

city  cars  were  painted  on  the  outside  with  a  combination 
color  scheme  having  a  pennant  design  on  the  end.  The 
colors  used  on  these  cars  varied  somewhat,  being,  for 
the  roof,  gray  and  buff;  for  the  letterboard,  yellow  and 
ivory;  for  the  window  rails,  blue,  red,  gray  and  brown, 
and  for  the  body  panels,  gray  and  maroon,  brown  and 
blue,  brown  and  maroon,  gray  and  brown.  The  sash  in 
all  the  cars  was  painted  ivory. 


Ford  motor-driven  cars  at  the  "Plaza  Principal"  in  Merida 

Mexican  Street  Cars  Are  Powered 
With  Automobile  Motors 

By  Terrell  Croft 

Consulting  Engineer,  Merida,  Yucatan,  Mexico 


IN  MERIDA,  Yucatan,  Mexico,  the  Compania  de 
Tranvias  de  Merida  S.A.  operates,  on  twelve  differ- 
ent routes,  an  extensive  street  traction  transportation 
system.  Its  cars,  built  by  the  company  and  in  its  own 
shops,  are  all  driven  by  standard  Ford  automobile  motors. 
Merida  is  practically  level.  Because  of  this,  the  standard 
Ford  motor,  with  a  nominal  rating  of  22^  hp.,  has  suffi- 
cient power  to  propel  the  cars  eflfectively.  On  lines  hav- 
ing grades  the  power  of  this  motor  would  be  insufficient 
for  successful  operation.  Cars  of  this  same  construction, 
which  were  built  in  Merida,  are  operated  by  the  traction 
systems  of  the  Mexican  cities  of  Progreso,  Campeche, 
Laguna,  Toluca  and  Puebla. 

Classified  as  to  mechanical  construction,  the  cars  are 
of  two  distinct  types :  (a) 
One  end  with  single  con- 
trol, (b)  double  end  with 
double  control.  Both  open 
and  closed  car  bodies  are 
used.  Either  type  is 
adaptable  for  mounting  on 
a  single-control  or  a  dou- 
ble-control chassis. 

Standard  Ford  parts  are 
used,  wherever  feasible,  in 
adapting  the  Ford  equip- 
ment. The  motor  is  not  al- 
tered. The  auto  frame  is 
suspended  from  the  wooden 
frame  of  the  car  by  forged 
iron  hangers.  The  motor  is 
hung  in  the  steel  frame  by 
the  Ford  hangers  just  as  if 


One  of  the  first  single-end  control  cars  built  in  the  shops  of 
the  Compaiiia  de  Tranvias  de  Merida 


it  were  in  a  touring  car  or  truck.  The  rear  axle  housing 
of  the  Ford  car  is  shortened  equally  on  both  sides.  The 
two  axles  are  also  similarly  shortened ;  new  keyways  are 
cut  in  their  ends  and  new  specially  designed  sprockets  are 
keyed  on,  one  on  each  axle.  Then  a  link  belt  chain  drive 
is  arranged  from  each  of  these  driving  sprockets  to  driven 
sprockets  which  are  keyed  on  the  car  wheel  axle. 

Differentials  of  three  types  are  used,  the  Ford  touring 
car  differential,  the  Ford  worm-drive  truck  differential 
and  the  "Eli"  differential.  For  street  car  driving  the 
third  has  proved  by  far  the  most  satisfactory.  The 
sprocket-wheel  ratio  employed  with  a  differential  of  each 
of  these  types  is  shown  in  the  accompanying  table.  Slack 
in  the  chains  can  be  taken  up  by  tightening  the  turn- 
buckles  in  the  truss  rods 
which  hold  the  rear-wheel 
journal  housings  in  posi- 
tion. These  housings  are 
free  to  slide  horizontally 
under  the  car-frame  timber 
which  they  support. 

The  control  columns  are 
mounted  vertically  at  the 
end  of  the  car.  The  gas 
and  spark  lever  rods  extend 
down  through  the  column 
and  through  the  floor  of 
the  car  and  are  linked  to 
the  carburetor  and  Bosch 
magneto  respectively.  For 
convenience  of  handling, 
the  positions  of  the  spark 
and  gas  levers  are  reversed 


933 


934 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


SPROCKET   RATIOS   USED  WITH  THE  VARIOUS  DIFFERENTIALS 


Type  of  Differential 

Touring 

Worm-drive  truck 

EU 


Number  of 

Teeth  in  Small 

Sprocket 

20 

. . . .       28 

15 


Number  of 

Teeth  in  Large 

Sprocket 

30 

30 

30 


with  respect  to  each  other  from  the  positions  which  they 
normally  occupy  in  an  automobile.  On  single-control  cars 
there  is  but  one  control  column  and  the  standard  Ford 
steering  column  is  used  for  it.  On  double-control  cars 
there  are  two  control  columns  and  the  spark  and  gas  levers 
are  made  removable  so  that  the  car  can  be  controlled 
from  but  one  end  at  a  time.  Iron  pipes,  instead  of  the 
Ford  steering  column,  are  used  in  double-control  cars  to 


The  Ford  foot  brake  is  replaced  by  a  hand-operated 
brake,  the  hand  wheel  of  which  presses  shoes  against  the 
wheels. 

Manipulation  of  these  cars  is  practically  the  same  as 
that  of  a  Ford  automobile.  On  the  single-control  cars 
the  clutch  and  reverse  are  operated  by  removable  pedals 
in  the  floor  of  the  vestibule.  The  stems  of  these  pedals 
extend  through  the  floor.  The  clutch  and  reverse  shafts 
of  the  Ford  motor,  which  enter  the  transmission  cover, 
are  lengthened  and  connected  to  the  clutch  and  reverse 
pedals  by  lever  arms  and  links.  The  Ford  foot  brake  be- 
ing discarded,  the  hole  for  it  in  the  transmission  cover  is 
plugged.  The  Ford  hand  brake  is  removed  from  its  shaft 
and  replaced  by  a  slotted  wrought  iron  bar  which  hangs 
downward.    A  pin  in  the  brake  bar  engages  in  the  slot  in 


Rat^iafor  Ma^e  Up  Of  oil  Pesfrvoi'r: 

Two  "roriJ"Radiaiors  Capaci'icj  2  Gallons. 

Soldered  Togeiher  This  Guarantees  Jl 

Increasing  Waier  Cap-  Good  Oil  Supply 

aciit/  Of  Moior  To  S GalhnSyAlihouah  Nof  Atiio- 
mafic 


Chains  Are  Adjusied 
8if  Tighiening  Or 
Loosening  Turnbucktes 
Placed  In  These  Truss 
tods 


Secondary  Drive Shafi 
fboih  Directions) 


Primary  Drive  Shafi 
(One  Direciion  Only) 


Reversina  Boxi 
Fqual  Raiio  Gears 


Reversing  Levtr 
Rear  End  Of  Car 


"Ford"  Differeniial 


1.33. 

V-V"^-A    sld.  v;.w 


Method  used  for  re- 
versing double-con- 
trol cars 


The  Cluich  And  Reverse 
Shafts  Which  enter  The 
Transmission  Cover  Are 
leng^hend  And  The  "Ford 
Pedals  Removed.  Other 
Pedals  Are  Levered  To  The 
Shafts  As  Shown 
Reverse  Pedal.  \ 


"Ford  'Brake 
Shaft  Remov- 
ed And  Hole 
Plugged  Up, 


■Ford-Drive  Shaft-'  ^'f^^^J^/^op  V.'ew      '^  W^^ 


Method  of  coupling 
Ford  parts  to  driv- 
ing wheels 


On  Double-Con+roI  Cars 
All  Con-fro;  Levers  Are 
Removotble  So  Tha+  The 
Car  Can  BeCorrtroMed 
From  One  End  Af  A  Time 
.  Gas  Lever 


Gas  Lever.-      ; 
Spark  Lever-- 


.Spark  Lever 

"Bosch"  Magneto  Carburafor 


"Ford" Steering  ^ 
Column 


Clutch  Pedah 

Front  End 

OfCar 


Brake  And  Reverse 
Shafts  Removed  And 
The  Holes  Plugged  Up 


Modification  of  ignition  and  gas  controls 
for  double-control  cars.  For  single-con- 
trol cars  only  levers  to  left  of  point  X 
are  used 


Clutch  Pedal. 

Rear  End  Of 

Car 


The  "Ford"  roo-t  Brake 

Is  Discarded  And  Is  ,'  Brake 

Replaced  By  Service  •  Bar 

Brake,  wand-Opera-fcd         '. 

From  The  Ves+ibu le  Of 

The  Our 

Nand  Brake  Handle  is 
':!.  Removed  And  Replaced 

By  This  Lever  When  The 
Brake  is  Set,  The  Trans- 
mission Is  Automat ic 
allu  Thrown  Into  Heu- 
'  tral 


Levers  for  controlling 
clutch  and  reverse  on 
single-control  cars 


Arrangement  of  levers  for-  controlling 
clutch  on  double-control  cars.  Ford  re- 
verse has  been  discarded 


permit  this  arrangement.  On  all  cars  the  Ford  magneto 
is  used  only  for  the  headlight.  A  Bosch  magneto  is  used 
for  ignition. 

It  has  been  found  that  a  single  Ford  radiator  has  in- 
sufficient capacity  for  cooling  the  circulating  water. 
Hence  for  this  service  a  single  radiator  unit  is  made  of 
two  standard  Ford  radiators  soldered  together  back  to 
back.  This  increases  the  water  capacity  of  the  cooling 
system  on  each  car  to  19  liters.  The  Ford  gasoline  tank 
is  installed  either  horizontally  under  a  car  seat  or 
vertically  in  the  vestibule.  The  vertical  setting  has  proved 
to  be  the  best.  The  gasoline  capacity  of  each  tank  is  38 
liters. 

An  8-liter  oil  reservoir  is  mounted  in  the  vestibule  of 
each  car.  A  pipe  runs  from  this  reservoir  to  the  motor 
and  a  petcock  is  installed  in  the  pipe.  This  oiling  system 
is  not  automatic,  but  is  effective  in  that  it  permits  the 
carrying  of  an  ample  supply  of  lubricating  oil  on  the  car. 


the  bar.  When  the  motorman  sets  the  brake,  by  turning 
the  brake  wheel  in  the  vestibule,  the  transmission  is 
thrown  into  neutral  automatically. 

On  the  double-control  cars  the  clutch  is  operated  by 
the  same  mechanism  as  that  employed  on  the  single-con- 
trol cars.  The  Ford  reversing  mechanism  is  discarded 
and  the  hole  which  was  provided  for  it  in  the  transmission 
cover  is  plugged  up.  It  is  replaced  by  a  reversing  box 
mounted  in  the  driveshaft,  which  contains  a  system  of 


OIL   AND   GASOLI.NE   CONSUMPTIONS  AND   SPEEDS 

Maximum  Ga-soline  Con-  Oil  Coneump- 

Speed  in  sumption  in  tion  in 

Kilometers  Kilometers  Kilometers 

Type  of  Differential                         Per  Hour  Per  Liter  Per  Liter 

Touring 40  4. 00  36 

Worm-drive  truck 32  3 .  74  24 

Eli 55  5.33  72 


November  19,  1927 


KLECTRIC  RAILWAY  JOURNAL 


935 


gears  by  which  the  rotational  motion  transmitted  to  the 
driving  wheels  is  reversed.  This  reversing  lever,  which 
when  in  use  extends  up  through  the  floor  of  the  car,  is 
removable  to  prevent  its  being  tampered  with  by  un- 
authorized persons. 

Gasoline  and  oil  consumption  are  very  satisfactory  con- 
sidering the  adverse  conditions  under  which  any  cars  in 
traction  service  must  operate.  Approximate  figures  are 
given  in  an  accompanying  table.  The  speeds  which  are 
tabulated  are  the  approximate  maximum  speeds  obtain- 
able on  straight,  level  tracks  with  normal  load,  that  is 
with  every  car  seat  filled  but  without  any  standing  pas- 
sengers. 

Without  passengers,  each  car  weighs  approximately  3^ 
tons.  Open-body  cars  seat  24  passengers,  closed-body 
cars  20  passengers.  Of  37  cars  in  operation  35  are  single- 
control  and  two  double-control.  In  the  future  only 
double-control  cars  will  be  built  and  operated  because 
they  have  proved  to  be  more  efficient  in  operation  than 
those  which  have  only  single  control ;  they  do  not  require 
a  loop  or  "Y"  in  the  track  at  the  end  of  the  line  and  have 
•the  advantage  of  being  operable  at  high  speed  in  reverse. 


Control   column   and   gear-shift  pedals  in 
one  of  the  single-end  control  cars 


Control  column  and  gear-shift  [>edals  in  a 
double-end  control  car 


The  cost  of  a  car  complete  is  something  between  4,500 
and  5,000  Mexican  pesos  ($2,250  and  $2,500).  A  car 
will  operate  ap])roximately  8,500  km.  between  regular 
carhouse  overhaulings. 

All  constructing  and  repairing  are  done  in  the  shop 
of  the  company.  There  are  no  machine  tools  except  a 
hand-operated  drill  press ;  all  work  is  done  by  the  black- 
smiths, carpenters,  trimmers,  painters  and  motor  me- 
chanics. They  turn  out  an  admirable  product.  In  view 
of  their  -producing  it  with  practically  no  mechanical 
equipment,  they  are  deserving  of  commendation.  Four 
blacksmiths,  four  painters,  twelve  machinists  and  twelve 
carpenters  are  employed.  Of  these  32  workers,  fif- 
teen are  apprentices  who  serve  without  pay. 

New  Ford  motors  and  parts  are  used  in  constructing 
the  cars.  Electric  storage  battery  cars  were  tried  in 
Merida,  but  their  high  operating  cost  rendered  their 
adoption  impracticable.  The  gage  of  the  track  is  92  cm. 
All  of  the  methods  and  adaptations  as  described  were 
developed  under  the  direction  of  Tomas  Salazar,  V,  mas- 
ter mechanic  for  the  company. 


Reduction  of  Fire  Hazards  in  St.  Louis 
Brings  Reduced  Premiums 

SEVERAL  interesting  features  of  its  practices  are 
disclosed  in  the  brief  submitted  by  the  United  Rail- 
ways of  St.  Louis  for  the  1927  Coffin  Prize.  One  of 
these  relates  to  a  campaign  it  has  been  conducting  to  re- 
duce the  fire  hazards  on  its  property.  An  account  of 
some  of  the  more  unusual  steps  taken  follow : 

In  the  oil  storage  room  at  both  power  plants  an  auto- 
matic steam  smothering  system  was  installed  to  ex- 
tinguish oil  fires.  The  equipment  comprises  a  system 
of  piping  suspended  from  the  ceiling  of  the  oil  room  and 
connected  to  a  high-pressure  steam  line  with  a  control 
valve  outside  of  the  oil  storage  room.  Grinnell  Company 
jumbo  sprinkler  heads,  specially  adopted  for  use  with 
high-pressure  steam,  were  connected  in  the  overhead  lines 
at  various  points  and  serve  to  permit  the  escape  of  steam 
when  a  fire  occurs.  The  resultant  rise  in  temperature  in 
the  room  is  sufficient  to  fuse  the  link  and  unseat  the 
valve  in  the  sprinkler  head.  The  smothering  effect  of 
steam  in  extinguishing  oil  fires  when 
the  oil  is  stored  in  a  confined  area  is 
considered  one  of  the  most  positive 
methods  known  and  to  be  by  far  the 
most  economical  method  where  steam 
is  easily  available,  as  it  is  in  power 
plants. 

On  the  roof  of  one  of  the  power 
houses  an  automatic  aero  central- 
station  fire-alarm  system  was  in- 
stalled to  indicate  the  presence  of  fire 
in  the  motor  houses  and  beneath  the 
wood  decking  surrounding  the  con- 
densing equipment.  This  system 
utilizes  the  principle  of  expansion 
under  heat  of  air  contained  in  small 
tubing,  which  is  installed  along  ceil- 
ings and  walls  in  the  power  station 
and  leads  at  each  end  to  a  diaphragm 
in  a  detector  unit.  The  expansion  of 
air  in  the  tubing  causes  one  or  both 
diaphragms  to  close  an  electric  cir- 
cuit, thereby  actuating  a  signal  sys- 
tem through  transmitter  and  relays. 
The  system  is  connected  through  a  local  alarm  gong  in 
the  engine  room  and  also  in  the  office  of  the  Missouri 
District  Telegraph  Company,  and  in  the  event  of  a  fire 
both  places  receive  a  signal  simultaneously.  The  central- 
station  company  dispatches  the  fire  d^artment  upon  re- 
ceiving the  signal.  The  system  is  exceedingly  sensitive 
and  indicates  the  occurrence  of  a  fire  in  many  cases  in  a 
fraction  of  a  minute.  It  operates  only  on  a  rapid  in- 
crease in  temperature  and  is  not  affected  by  ordinary 
and  gradual  changes  in  temperature. 

The  coal  storage  building  in  this  same  power  station  is 
five  stories  in  height  and  of  the  mill  construction  type. 
The  coal  from  it  is  conveyed  by  way  of  an  overhead 
bridge  to  the  coal  bunkers  of  the  power  house.  The 
building  is  separated  from  the  power  house  proper  by  a 
public  street  60  ft.  wide  and  three  sides  of  it  are  exposed 
to  fire  hazards  from  adjoining  property.  To  protect 
against  these  exposures  a  manually  controlled  water  cur- 
'pin  was  installed,  divided  into  sections,  and  consisting 
of  a  system  of  piping  arranged  in  lines  and  supported 
along  the  outside  faces  of  the  building.    Open  sprinkler 


936 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


heads  are  spaced  at  intervals  along  the  piping.  Each 
section  is  connected  through  a  main  to  a  central  header 
with  valve  control  at  the  header  for  each  section.  The 
water  supply  is  from  city  mains  at  80-lb.  pressure,  with 
steamer  connections  for  fire  department  pumpers. 

In  addition  to  these  methods  of  protection  many  others 
have  been  introduced  in  the  power  stations,  shops  and 
carhouses,  with  the  result  of  a  considerable  saving  in  in- 
surance premiums.  In  1922  the  railway  company's  prop- 
erty was  covered  by  fire  insurance  in  the  amount  of 
$11,754,100  and  paid  premiums  totaling  $66,223.44, 
whereas  in  1926  the  coverage  was  $12,684,800  and  the 
premiums  amounted  to  $44,603.84.  In  other  words, 
although  the  coverage  was  increased  almost  8  per  cent, 
the  premiums  paid  were  reduced  32.5  per  cent. 


Track  Rehabilitated  in  Place 

THE  way  in  which  approximately  10,000  ft.  of  track 
in  El  Paso  which  had  become  in  bad  shape  because 
of  defective  paving  was  rehabilitated  forms  an  interest- 
ing part  of  the  company's  brief  submitted  in  competition 
for  the  Coffin  1927  prize. 

The  rail  in  this  track  was  in  fair  condition  except  at 
some  of  the  joints,  but  it  was  found  that  a  great  many 
of  the  fastenings  which  held  the  rail  to  the  steel  ties  had 
been  completely  destroyed  by  rust.  In  fact,  for  prac- 
tically the  entire  length  of  the  section  the  rails  simply 
rested  loosely  on  top  of  the  ties.  Rehabilitation  of  this 
track  consisted  of  the  removal  of  the  old  bitulithic  pav- 
ing, welding  of  the  rail  base  to  every  tie,  welding  and 
grinding  of  all  joints  and  resurfacing  the  track  area. 

The  most  difficult  problem  was  probably  to  repair  the 
defective  joints.  At  each  joint  the  concrete  was  broken 
out  over  an  area  30  in.  square  and  the  dirt  was  removed 
to  a  depth  of  at  least  18  in.  below  the  base  of  the  rail. 
An  8-in.  x  10-in.  x  24-in.  white  oak  block  was  then  in- 
serted under  the  joint  and  secured  by  four  screw  spikes. 
Ten  inches  of  dry  rich  concrete  was  then  tamped  under 
the  block  with  pneumatic  tampers  until  no  motion  could 
be  detected  in  the  block  or  rail  while  cars  were  passing. 

The  old  rail  angle-plates,  after  a  thorough  cleaning  and 
rebolting  whenever  necessary,  were  then  welded  and  the 
battered  rail  ends  built  up  and  ground.  The  sides  of  the 
rails  were  gone  over  thoroughly  with  a  scaling  tool  es- 
pecially designed  by  the  company. 

The  total  combined  cost  for  excavation,  track  repairs 
and  paving  replacements  was  only  about  $2.65  per  foot 
of  track.     Arc  welding  machines,  compressed  air  tools 


( 


$  36,000.00 

OR 
433.333  CAR  FARES 
BEING  EXPENDED  HERE 

TO  IMPROVE  YOUR 
STREET  CAR  SERVICE. 


Signs  like  this  help  the  public  in  El  Paso  to  realize  the  cost  of 
track  reconstruction 

and  other  labor-saving  machinery  enabled  the  company  to 
cut  the  cost  of  this  job  practically  in  half  as  compared 
with  hand  work.  Moreover,  complete  reconstruction  of 
the  track  would  have  been  necessary  had  the  work  not 
been  done  promptly.  The  cost  of  such  reconstruction, 
including  new  rails  and  concrete  base,  would  probably 
have  been  about  $11  per  foot.  The  work  was  carried  on 
without  any  interruption  of  street  car  service  and  prac- 
tically without  disturbance  to  vehicular  traffic. 

The  result  of  this  undertaking  has  been  to  save  the 
major  portion  of  the  original  investment  in  the  track  and 
to  prolong  its  life  by  at  least  fifteen  years. 


Monthly  Labor  Review  Quotes 
From  Journal's  Article 

IN  CONNECTION  with  a  discussion  of  industrial 
relations  and  labor  conditions,  the  October  issue  of  the 
Monthly  Labor  Reviezc  of  the  Bureau  of  Labor  Statistics, 
United  States  Department  of  Labor,  contains  an  extended 
abstract  of  the  article  entitled  "Labor  Conditions  on 
European  Local  Transportation  Systems,"  by  Henry  W. 
Blake,  which  appeared  in  the  Aug.  27  issue  of  this 
Journal,  page  351.  The  portions  of  this  article  featured 
in  the  Labor  Bureau's  publication  are  those  relating  to 
methods  of  examining  applicants  for  employment  on 
European  street  railway  and  bus  systems,  and  on  the 
systems  of  providing  housing  for  street  railway  em- 
ployees followed  on  several  European  properties. 


The  rail  shown  in  the  view  at  the  left  was  in  good  condition,  but  had  parted  from  its  tics  when  the  stec!  fastenings  had  rusted  away. 
The  completed  track,  which  was  rehabilitated  without  disturbing  car  traffic,  is  shown  in  the  right-hand  view 


fulfl 


General  view  of  Virginian  locomotive  maintenance  shops.     The  sanders  may  be  seen  in  the  foreground 

Locomotive  Maintenance  Shop 

of  the  Virginian  Railway 


A  modern  repair  shop  has  been  recently  put 
into  operation  at  Mullens,  W.  Va.,  to  care 
for  36  locomotives  on  the  electrified  division 

By  Allen  McLanahan 

Siervice  Engineer  Westinghouse  Electric  8C  Manufacturing  Company 


IN  CONNECTION  with  the  electrification  of  134 
route-miles  of  track  from  Mullens,  W.  Va.,  to 
Roanoke,  Va.,  complete  service  on  which  was  in- 
augurated in  1926,  the  Virginian  Railway  has  erected 
a  new  modern  shop  for  the  maintenance  and  repair  of 
electric  locomotives.  This  is  one  of  the  few  instances 
that  a  complete  new  plant,  designed  for  the  purpose,  has 
been  constructed  in  connection  with  an  electrification. 
This  electrification,  contract  for  which  was  awarded  to 
the  Westinghouse  company  in  1923,  included  36  motive 
power  units  of  215  tons  each.  Normally  three  units 
comprise  a  locomotive,  so  that  shop  facilities  had  to  be 
provided  to  care  for  locomotives  measuring  more  than 
150  ft.  in  length. 

In  considering  the  proper  location  for  the  electric  shop 
it  was  desired  that  it  should  be  not  only  the  repair  point, 
but  as  far  as  possible  should  be  the  turning  point  for 


all  locomotives.  Since  certain  locomotives  operate  only 
at  the  western  end  of  the  electrification,  on  Clark's  Gap 
hill,  the  shop  was  located  at  Mullens,  which  is  the  western 
end  of  the  electrified  zone.  All  engines  now  operate  out 
of  Mullens  and  the  necessity  of  maintaining  a  stock  of 
spare  parts  at  several  points  is  eliminated.  The  only 
additional  shop  facilities  required  are  those  for  making 
the  inspection  and  running  repairs  to  locomotives  at 
Roanoke  after  their  eastbound  trip. 

The  plant  includes  the  shop  building,  a  storehouse,  an 
oil  house,  a  building  for  the  substation  and  steam  heating 
boiler,  a  water  tank,  sanding  towers,  an  outside  inspection 
pit  and  locomotive  storage  tracks.  As  all  the  tracks  out- 
side the  shop  are  electrified,  there  is  no  need  for  a  steam 
locomotive  to  move  the  electric  units. 

On  arrival  from  the  road  a  locomotive  passes  between 
the   sand   towers,   where   the   sand   boxes   and   rheostat 


937 


938 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


l^er  Tonh  ^       Trsm/ormer 
Sloliof} 


Plan  of  general  layout  of  Virginian  locomotive  inspection  shops 


fresh  water  tanks  are  filled  and  the  running  gear  washed. 
The  locomotive  is  then  moved  along  the  same  track  to 
the  inspection  pit,  where  it  receives  a  complete  mechanical 
and  electrical  inspection.  The  trolley  wire  over  this  pit  is 
equipped  with  a  disconnecting  and  grounding  switch  so 
that  the  inspection  of  the  pantographs  and  roofs  can  be 
made  in  safety.  After  inspection  the  locomotive  is  put 
on  one  of  the  storage  tracks  until  it  is  again  called.  If 
repairs  are  to  be  made,  however,  it  is  pushed  into  the 
shop  by  another  electric  locomotive. 

The  water  for  shop  purposes  and  for  use  in  the  liquid 
rheostats  is  obtained  from  a  well  located  under  the  sub- 
station building.  A  deep  well  pump  supplies  this  water 
to  the  125,000-gal.  storage  tank,  from  which  it  is  piped  to 
the  shop  and  yard.  For  fire  protection  a  motor-driven 
fire  pump  supplies  water  at  high  pressure  to  a  pipe  line 
to  which  fire  hydrants  are  connected  at  convenient  points 
in  the  shop  yard. 


The  Shop  Has  Two  Main  Bays 

The  main  shop  building  has  two  bays  and  a  wing 
which  contains  the  carpenter  shop,  bake  ovens  and  dip 
tank.  The  first  bay  or  inspection  building  is  206  ft. 
long  and  70  ft.  wide  and  contains  three  pit  tracks,  each 
long  enough  for  a  complete  locomotive.  Each  pit  has 
a  jacking  shelf  and  is  equipped  with  permanent  lights, 
receptacles  for  portable  lamps  and  piping  for  compressed 


air.  There  is  a  drop  pit  with  a  port- 
able hydraulic  jack  near  each  end  of 
these  tracks  so  that  six  points  have 
been  provided  for  dropping  wheels 
and  engine  trucks.  This  bay  is  served 
by  a  30-ton  electric  crane.  A  gallery 
has  been  provided  along  the  outside 
track  at  the  height  of  a  locomotive 
roof  for  use  in  connection  with  panto- 
graph or  other  roof  work- 

The  second  bay  contains  the  tool 
room,  air-brake  room,  machine  and 
blacksmith  shops,  winding  room,  elec- 
trical repair  spaces,  locker  and  wash- 
rooms and  the  offices.  This  bay  is 
served  by  a  15-ton  electric  crane, 
operated  from  the  floor. 
The  floor  of  the  whole  shop  consists 
of  2-in.  treated  oak  planks  laid  on  sills  set  in  crusher  dust. 
The  shop  is  heated  by  an  indirect  unit  system,  each  unit 
consisting  of  a  steam  radiator,  electric  blower  fan  and  air 
piping.  The  ceiling  is  painted  white,  and  plenty  of  lamps 
give  excellent  illumination  at  night  in  all  parts  of  the  shop. 
The  whole  shop  is  piped  for  compressed  air  and  out- 
lets are  located  at  convenient  points  for  connecting 
portable  lamps,  the  insulation  testing  outfit  and  a  portable 
arc  welding  set.  There  is  a  32-volt  alternating-current 
circuit,  by  means  of  which  current  can  be  suppHed  to 
the  locomotive  lamps  without  using  the  batteries  or  ener- 
gizing the  locomotive.  This  arrangement  is  of  great 
assistance. 

The   machine    shop    contains   the    following   machine 
tools,  each  of  which  has  individual  motor  drive: 


84  in.  engine  lathe 
30  in.  engine  lathe 
24  in.  engine  lathe 
18  in.  engine  lathe 
60  in.  universal  (horizontal) 

boring  mill 
32  in.  crank  planer  with  40-in. 

stroke 


48  in.  vertical  turret  lathe 
32  in.  shaper 

20  in.  slotter,  26-in.  stroke 
36  in.  radial  drill  press 
28  in.  vertical  drill  press 
18  in.  vertical  drill  press 
4  in.  pipe  cutting  machine 
Bolt  machine 


In  addition  there  are  two  electric  grinders,  a  100-ton 
air-operated  bushing  press  and  hand-operated  sheet  metal 
shears,  roller  and  crimper.  No  tire-turning  equipment  or 
wheel  press  has  been  installed  as  it  is  intended  that  this 
work  shall  be  done  in  the  Princeton  shops. 


Bencti. 


~-  68' 0" 

ri/McrS/ee/ Boons      MeOm  v.^.9'7"| 


ShpeThmiling        q 
mclm      •     ^cbHiForst 
Turret  untie     a  


3l'Crar*^perl       Bhdaialhrorft 
Crmkntmer 
BO'cr • 


40'-0' 


Plan  of  layout  of  inspection  building 


November  19,  1927 


'ELECTRIC  RAILWAY  JOURNAL 


939 


The  portable  electric  pinion  heater  does  the  work 
quickly  and  accurately 


The  hydraulic  pinion  puller  makes  pinion  removal 
an  easy  task 


The  84-in.  lathe  is  used  for  banding  the  large  traction 
motor  and  phase-converter  rotors  and  can  be  used  for 
turning  the  journals  of  the  driving  wheels  if  necessary. 

The  tool  room,  located  in  the  center  of  the  shop,  has 
the  necessary  shelves  for  tools  and  special  equipment  and 
contains  a  14-in.  engine  lathe  and  a  universal  milling 
machine.  The  carpenter  shop  has  a  combination  wood- 
w^orking  machine,  which  consists  of  band  saw,  planer,  rip 
saw  and  wood  lathe. 

In  the  blacksmith  shop  are  two  forges,  of  which  one 
is  used  for  babbitting  work.  These  are  supplied  with 
air  from  a  motor-driven  blower.  For  heavy  work  there 
is  a  600-lb.  air-operated  hammer,  the  air  being  supplied 
by  a  motor-driven  compressor  which  is  integral  with  the 
hammer.     An  electric  pyrometer  for  the  babbitting  fur- 


nace insures  that  the  metal  is  poured  at  the  proper 
temperature. 

A  separate  room  inclosed  by  a  wire  screen  is  used  for 
the  repair  and  testing  of  the  air  equipment.  This  room 
is  fitted  with  benches,  a  test  rack  designed  for  testing 
the  air-brake  equipment  used  on  the  locomotives  and  a 
rack  for  testing  magnet  valves. 

Offices  for  the  timekeeper  and  crew  dispatcher,  the  gen- 
eral foreman  and  the  electrical  foreman  are  on  the  ground 
floor.  The  washroom  and  toilet  facilities  are  located 
across  the  hall  from  the  offices,  and  there  are  three  locker 
rooms  for  enginemen,  white  shopmen  and  colored  shop- 
men. A  shower  bath  is  installed  in  the  enginemen's 
locker  room. 

A  gallery  above  the  offices  and  locker  rooms  is  used 


Oil  filter  press  and  valves  located  in  oil  house 


940 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


for  the  repair  of  light  electrical  equipment  of  the  loco- 
motives, such  as  switches,  magnet  valves,  relays  and 
brush-holders.  Compressed  air  at  70  lb.,  as  used  in  the 
control  of  the  locomotives,  is  available  at  all  benches. 

A  separate  room  for  repairs  to  delicate  relays  and 
meters  is  equipped  with  a  test  table  from  which  the  vari- 
ous low  currents  and  voltages  for  use  in  calibration  may 
be  obtained.  Besides  the  locomotive  meters  the  meters 
and  relays  from  the  substations  and  power  plant  will  be 
repaired  here.  The  gallery  also  contains  a  room  that  is 
used  both  as  an  office  for  the  road  foreman  of  engines 
and  an  instruction  room  for  enginemen. 

Two  independent  electric  ovens  especially  designed  by 


tank  of  the  same  capacity  as  the  dip  tank  is  buried  be- 
neath it.  In  case  of  fire  a  valve  may  be  opened  from  the 
outside  which  will  allow  the  varnish  to  flow  by  gravity 
into  the  emergency  tank  and  thus  extinijuish  the  fire. 
The  varnish  may  be  raised  again  to  the  dip  tank  by  air 
pressure.  The  lid  of  the  dip  tank  will  automatically  close 
by  gravity  in  case  of  fire. 

The  storehouse  building,  25  ft.  x  100  ft.,  has  a  large 
platform  for  unloading  material  and  for  the  storage  of 
castings  and  other  material  that  does  not  require  protec- 
tion from  the  weather.  The  interior  is  fitted  with  steel 
shelves  for  the  storage  of  the  various  spare  parts  of 
the  locomotives  and  other  necessary  material.     It  also 


All  machine  tools  have  individual  motor  drive 


the  Westinghouse  Electric  &  Manufacturing  Company 
for  drying  and  baking  the  electrical  apparatus  are  located 
in  a  wing  of  the  main  shop.  They  are  built  of  heat 
insulating  material,  with  a  chamber  above  each  oven 
equipped  with  a  ventilating  fan  and  dampers  that  pro- 
vide a  circulation  of  air  through  the  oven  during  the 
drying.  The  oven  temperature  is  automatically  main- 
tained between  desired  limits  by  means  of  a  thermostat, 
and  current  is  automatically  cut  oflf  whenever  the  oven 
doors  are  opened.  A  record  of  the  temperature  is  kept 
by  Bristol  recording  thermometers.  A  voltmeter  meas- 
ures the  insulation  resistances  of  the  pieces  of  apparatus 
that  are  being  dried  out  without  opening  the  oven  doors. 
In  planning  for  the  dip  tank  particular  care  was  taken 
to  minimize  the  fire  risk  due  to  the  highly  inflammable 
character  of  the  insulating  varnish.  The  tank  is  in  a 
separate  room  with  fireproof  doors  and  a  ventilating  fan 
to  exhaust  the  vapor  into  the  outside  air.    An  emergency 


contains  an  electrically  operated  water  still  which  supplies 
all  the  distilled  water  required  on  the  road. 

The  oil  house  is  a  separate  building  with  a  large  plat- 
form for  barrels  and  boxes  of  grease.  It  is  fitted  with 
tanks  for  oils  of  which  small  quantities  are  used.  Meas- 
uring pumps  are  connected  to  the  underground  tanks  in 
which  the  large  amounts  of  oil  are  kept.  Here  also  is 
located  an  air-operated  press  for  forming  drive  journal 
grease  cakes  and  the  grease  sticks  used  in  the  main  rods 
and  for  hubliner  lubrication.  At  one  end  of  this  building 
is  a  separate  room  where  lanterns,  flags,  engineers'  tool 
boxes  and  other  locomotive  supplies  are  kept. 

Substation 

Two  Westinghouse  200-kw.,  250-volt,  single-phase 
svTichronous  motor-generator  sets  supply  the  250-volt 
direct  current  for  operating  all  the  shop  machinery  and 
the  lights.    Power  for  driving  these  sets,  obtained  from 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


941 


the  11, 000- volt  trolley  wires,  is  stepped  down  by  two 
transformers,  one  for  each  machine,  located  in  an  outdoor 
substation.  The  sets  are  started  by  single-phase  series 
motors,  mounted  on  the  common  shaft,  the  transformers 
being  arranged  to  give  the  reduced  voltages  required. 
Disconnecting  switches  make  it  possible  to  supply  the 
transformers  from  either  eastbound  or  westbound  trolley. 

The  switchboard  contains  two  a.c.  motors,  two  d.c. 
generators  and  three  d.c.  feeder  panels.  The  d.c.  feeder 
lines  run  to  distribution  panels  in  the  shop,  where  the 
fuses  and  switches  for  the  various  motors  and  lighting 
circuits  are  located. 

The  substation  room  also  contains  a  single-stage.  12  x  10 


There  are  six  drop  pits  equipped  with  portable  hydraulic  jacks 

air  compressor  that  supplies  the  shop.  In  emergency,  if 
the  shop  compressor  fails,  locomotive  compressors  may 
be  connected  to  the  shop  air  system. 

Arrangements  have  been  made  for  the  purification  of 
the  oil  used  in  the  locomotive  transformers  by  a  West- 
inghouse  oil-treating  outfit,  located  in  the  substation 
room,  two  oil  tanks  buried  in  the  ground  and  pipe  lines 
to  the  shop.  There  are  two  of  these  lines,  one  for  the 
clean  and  one  for  the  dirty  oil,  each  with  three  outlets 
on  each  side  of  the  shop,  properly  spaced  to  take  care  of 
a  three-unit  locomotive.  By  means  of  a  manifold  and 
valves  the  dirty  oil  can  be  run  down  into  one  of  the  tanks 
and  fresh  oil  pumped  into  the  transformer,  or  the  oil  can 
be  taken  out  through  the  filter  into  a  tank  and  then 
passed  through  the  filter  back  to  the  transformer.  By 
this  system  the  oil  of  all  the  transformers  of  a  three- 
unit  locomotive  can  be  completely  purified  in  one  day. 
This  piping  is  so  arranged  that  the  oil  in  the  substa- 
tion transformers  can  be  passed  through  the  same  filter. 
Two  additional  tanks  purify  the  oil  used  in  the  circuit 
breakers  without  mixing  it  with  the  transformer  oil. 

One  end  of  the  substation  building  is  used  for  sand 
storage,  a  coal  stove  being  used  for  drying.  The  dry 
sand  is  put  into  one  of  two  drums,  each  connected  to  one 
of  the  two  sanding  towers,  and  raised  to  the  towers  by 
admitting  air  to  the  top  of  the  drum.  Each  tower  has 
three  outlet  pipes,  spaced  to  accord  with  the  openings 
of  the  locomotive  sand  boxes,  so  that  a  unit  can  be  com- 
pletely sanded  without  movement.  As  the  sand  box 
openings  are  on  the  outside  of  the  cabs,  no  sand  enters 
the  equipment  compartment. 


Among  the  new  features  in  this  shop  are  the  two 
portable  electric  pinion  heaters  of  the  induction  type. 
The  pinion  becomes  the  secondary  of  a  transformer  and 
is  heated  by  the  current  that  passes  through  the  primary. 
The  locomotive  pinions  are  heated  more  rapidly  and  uni- 
formly than  is  possible  in  an  oven,  about  35  minutes 
being  required  to  raise  the  temperature  to  135  deg.  C, 
at  which  temperature  the  pinions  are  placed  on  the  trac- 
tion motor  shafts.  While  these  heaters  were  primarily 
designed  for  pinions,  they  are  used  for  heating  bushings 
and  other  rings  that  are  to  be  shrunk  on. 

The  policy  of  using  special  tools  and  mandrels  wher- 
ever desirable  has  been  followed  from  the  beginning. 
A  large  supply  of  these  was  obtained  with  the  locomo- 
tives, and  additional  tools  have  been  made  as  soon  as 
they  were  seen  to  be  of  advantage. 


Hazards  from  Spray  Painting 

IN  AN  article  on  hazards  from  spray  painting  in  the 
monthly  Labor  Review  for  September,  1927,  mention 
is  made  of  the  study  being  conducted  on  this  subject  by 
the  Pennsylvania  Department  of  Labor  and  Industry. 
Without  ventilation  and  with  lead  paint,  there  was  found 
to  be  a  very  decided  lead  hazard  and  also  a  hazard  from 
the  solvents  and  driers  used  in  the  paint.  Where  the 
spray  painting  is  conducted  in  properly  constructed  cab- 
inets and  the  ventilating  equipment  is  placed  so  that  the 
spray  is  not  drawn  past  the  operator's  face,  the  process 
is  considered  safe,  provided  all  the  precautions  used  in 
other  kinds  of  painting,,  such  as  strict  personal  cleanli- 
ness, protecting  foods  and  street  clothing  from  dust  and 
spray,  etc.,  are  followed.  Masks  are  considered  imprac- 
ticable. 

With  the  quick-drying  leadless  paints,  such  as  litho- 
pone  paint  and  those  with  a  pyroxlin  base,  the  hazard 
comes  from  benzol.  With  these  also  there  should  be 
good  ventilation,  with  scrupulous  cleanliness  of  work- 
rooms and  booths  at  all  times.  To  prevent  unnecessary 
liberation  of  solvent  vapors  as  well  as  to  decrease  the 
fire  risk,  the  materials  containing  volatile  solvents  should 
be  kept  covered  or  closed. 

Still  another  hazard  to  be  guarded  against  with  the 
spray  is  the  use  of  too  great  air  pressure  or  pressure 
beyond  that  for  which  the  tank  is  guaranteed.  The 
report  points  out  that  there  is  fundamentally  no  excuse 
for  this  increased  pressure,  but  that  workmen  whose  air 
brushes  become  clogged  may  think  this  the  easiest  way 
to  get  good  action.  Two  accidents  from  too  great  an 
increase  in  pressure  are  mentioned  in  the  Labor  Review. 


St.  Louis  Builds  Nine  Concrete 
Loading  Platforms 

DURING  the  past  year  nine  concrete  passenger-load- 
ing platforms  were  installed  at  various  locations 
along  the  car  lines  of  the  United  Railways  Company  of 
St.  Louis.  These  platforms  were  built  jointly  by  the 
St.  Louis  School  Board,  the  Police  Department  and  the 
railway  company.  According  to  its  Coffin  contest  brief, 
these  platforms  are  100  ft.  long  and  4  ft.  7  in.  wide.  A 
signal  light  on  a  concrete  base  is  placed  at  the  forward 
end  of  each  platform  and  a  concrete  pedestal  at  the  rear 
end  of  the  platforms.  The  platforms  have  been  found 
to  contribute  much  to  the  safe  landing  of  passengers 
where  automobile  traffic  has  been  heavy. 


942 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  N  0.21 


Harvey  L*  Bullock 

Wins  M.onthly  Maintenance  Prize 
for  October 

O  FECIAL  equipment  for  testing  and  regulating  thermo- 
O  stats  as  used  by  the  New  York  Central  Railroad  re- 
ceives the  $25  Monthly  Prize  for  October  in  the  Electric 
Railway  Journal's  Maintenance  Competition.  Honor- 
able mention  was  given  to  a  machine  for  oiling  track 
curves  submitted  by  I.  O.  Mall  of  the  New  Orleans  Public 
Service,  Inc. 


IT  IS  extremely  important  that 
thermostats  function  properly 
in  order  to  insure  proper  regula- 
tion of  heat  on  cars.  In  general, 
too  little  thought  has  been  given 
by  electric  railways  toward  main- 
taining thermostats  in  proper  work- 
ing condition.  The  most  general 
practice  is  to  install  them  on  cars 
and  then  forget  about  them,  assum- 
ing that  if  anything  happens  so  that 
they  do  not  operate  properly,  they 
will  be  reported  by  the  transpor- 
tation department. 

A  very  ingenious  device  for 
testing  and  regulating  thermostats 
as  used  by  the  New  York  Central 
Railroad  at  its  White  Plains,  North 
Station,  and  as  described  by 
Harvey  L.  Bullock,  general  fore- 
man of  electrical  equipment  at 
those  shops,  provides  an  accurate 
means  for  testing  and  regulating 
the  thermostats.  The  device  is  of 
very  ingenious  construction  and 
shows  much  thought  has  been  given 
to  the  problem  of  thermostat 
adjustment.  It  was  described  in 
the  Oct.  20,  1927,  issue  of  Elec- 
tric Railway  Journal. 

A  machine  for  oiling  track 
curves,  the  description  of  which 
was  submitted  by  I.  O.  Mall, 
assistant  superintendent  of  road- 
way for  the  New  Orleans  Public 
Service,  Inc.,  evidently  has  ma- 
terially reduced  the  hazards  to  the 
curve  greaser  from  vehicular  traffic, 
as  it  enables  him  to  give  practically 
his  entire  attention  to  traffic  condi- 
tions without  detracting  from  the 
efficiency  of  the  oiling  operations. 
This  device  was  awarded  honorable 


mention  by  the  judges  for  items 
published  in  the  October  main- 
tenance issue.  The  saving  in  labor 
cost  from  the  use  of  this  device 
should  commend  its  use  to  other 
properties. 

Monthly  Maintenance 
Contest  Continues 

Items  continue  to  come  in  for 
the  Maintenance  Competition,  and 
the  ideas  submitted  are  of  a  very 
high  character.  It  is  evident  that 
the  articles  published  so  far  are 
just  combing  the  surface,  for  in 
the  items  submitted  there  is  no 
duplication  and  it  appears  that 
there  is  a  very  broad  field  for  the 
improvement  of  maintenance  prac- 
tices and  equipment.  Twelve 
articles  were  published  in  the  Main- 
tenance Data  Sheet  section  of 
Electric  Railway  Journal  for 
Oct.  20,  1927.  Additional  items 
appear  in  the  following  pages. 
One  of  these  will  be  awarded  the 
$25  monthly  prize  for  November. 
Results  of  the  contest  each  month 
are  awaited  eagerly  by  a  large 
number  of  readers. 

Following  are  the  conditions  of 
the  contest: 

1.  Any  employee  of  an  electric  rail- 
way or  bus  subsidiary  may  compete. 

2.  The  author  does  not  need  to  be  the 
originator  of  the  idea. 

3.  Articles  may  be  submitted  by  sev- 
eral persons  or  by  a  department. 

4.  Any  maintenance  practice  or  device 
for  electric  railway  or  bus  repairs  may 
be  the  subject. 

5.  Articles  should  be  100  to  200  words 
long  with  one  illustration,  and  in  no 
event  longer  than  400  words  with  two 
illustrations. 


Harvey  L.  Bullock 


THE  winner  of  the  monthly  prize 
for  October  in  Electric  RAn.wAY 
Journal's  Maintenance  Contest  is  gen- 
eral foreman  of  electric  equipment  in 
the  shops  of  the  New  York  Central 
Railroad  at  White  Plains,  North  Sta- 
tion. He  has  served  in  this  capacity 
since  1908,  and  during  this  period  has 
initiated  many  improvements  in  mechan- 
ical and  electrical  devices  pertaining  to 
muhiple-unit  cars  and  locomotives.  He 
lias  also  made  improvements  in  main- 
tenance and  shop  practices.  Mr.  Bul- 
lock began  his  electric  railway  experi- 
ence as  electrician  for  the  Schenectady 
Railway  and  later  was  promoted  to  car- 
house  foreman.  He  also  worked  for 
the  General  Electric  Company  at 
Schenectady  in  the  construction  depart- 
rnent  on  electric  locomotives.  At  that 
time  the  bipolar  type  ordered  by  the 
New  York  Central  Railroad  was  being 
equipped  and  upon  the  electrification  of 
the  Grand  Central  Terminal,  Mr.  Bul- 
lock was  transferred  to  that  point  in 
1906  as  foreman  in  charge  of  multiple- 
unit  cars  and  electric  locomotives  for 
the  Harlem  Division.  Mr.  Bullock  was 
bom  in  Cohoes,  N.  Y.,  45  years  ago. 


6.  Illustration  material  may  be  in  the 
form  of  drawings,  sketches,  blueprints 
or  photographs.  All  sheets  should  be 
marked  "Maintenance  Competition." 

7.  Manuscripts  should  be  mailed  to 
the  editor  of  Electric  Railway  Jour- 
nal, Tenth  Avenue  at  36th  Street,  New 
York. 

8.  A  prize  of  $25  will  be  awarded  each 
month  for  the  best  maintenance  idea  in 
the  group  published.  A  minimum  of  $5 
will  be  paid  for  each  article  accepted 
for  publication.  Manuscripts  will  be 
received  until  April  30,  1928. 

9.  Announcement  of  the  winner  each 
month  will  be  made  in  the  issue  devoted 
to  maintenance  and  construction  (the 
third  issue  each  month)  following  the 
one  containing  the  item. 

10.  Additional  details  were  given  in 
Electric  Railway  Journal  for  April 
16,  pages  700-701. 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


943 


Electric  Railway  Journal  Maintenance  Data  Sheet 

BOL,I.INO    STOCK — TRUCKS — 16 

Grease  Cups  Lubricate  Side  Bearings' 

By  H.  a.  Albin 

Superintendent  Lancaster,  Ephrata  &  Liebanon  Street  Railway,  Lebanon,  Pa. 


PROPER  lubrication  of  truck  side 
bearings  has  proved  somewhat 
tedious  and  thus  is  often  neglected 
or  put  off.  The  most  common  prac- 
tice is  to  jack  up  one  corner  of  the 
car  and  apply  the  lubricant  with  a 
grease  gun  or  swab.  This,  at  best, 
is  a  slow  method  and  ofttimes  more 
grease  is  placed  outside  of  the  bear- 
ing than  on  the  surfaces  where  it  is 
needed. 

Where  a  railway  has  many  curves, 
side  bearings  should  be  greased 
periodically  so  that  the  trucks  will 
swivel  easily  and  save  wear  of  both 
wheel  flanges  and  the  rail.  On  the 
Lancaster,  Ephrata  &  Lebanon  Street 
Railway  a  simple  plan  has  been 
devised.  A  hole  is  drilled  in  the 
lower  side  bearing  plate  and  tapped 
for  a  i-in.  pipe.     A  short  nipple  is 

'Huhmitted  in  ELKCTEia  Railway  Journal  Prize  Contett. 


The    head    of    the    grease    cup    is 

marked  "X"  in  the  above 

illustration 


inserted  with  an  elbow  pointing  to- 
ward the  outside  of  the  car.  Another 
nipple  2  in.  or  3  in.  long  with  a  good- 
sized  grease  cup  is  screwed  to  the 
elbow. 

The  grease  cup  can  be  reached 
easily  from  the  side  of  the  car  and 
can  be  filled  with  regular  side  bear- 
ing lubricant.  It  can  be  given  a  turn 
easily  and  quickly  at  periodical  in- 
tervals and  the  grease  is  thus  forced 
directly  where  it  is  needed  without 
wasting  any  of  it. 

This  method  saves  time,  trouble 
and  grease  and  does  away  with  the 
necessity  for  jacking  up  the  car 
body.  It  has  proved  very  inexpensive 
and  effective.  With  a  little  practice 
the  amount  of  turning  of  the  grease 
cup  to  furnish  proper  lubrication  can 
be  gaged  easily. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

1 

SOLLING   STOCK— KLECTBICAt — 89 

Tightening 

Controller  Cylinder  Castings* 

By  R.  T.  Chiles 

Master  Mechanic  Cumberland  County  Power  &  Light  Company,                                                                      | 

Portland,  Me. 

/CONSIDERABLE      trouble     has 
V>  been   experienced  on   our  prop- 

cylinder casting,  two  in  the  center 

1 

1  fl^B 

casting  and  two  in  the  lower  casting. 

erty  from  loose  controller  cylinder 

This  method  of  tightening  the  cast- 

castings   with    K6    and    K28    con- 

■■■■^■Sl 

ings  and  insulation  has  proved  en- 

trollers,  which    have    round   shafts. 

tirely    satisfactory    and    has    been 

To  overcome  the  trouble  without  go- 

done at  a  very  low  cost.     In  carry- 

ing to  the  expense  of  buying  new 

'^^^^g   p^v 

ing  out  the  work  care  must  be  taken 

cylinders   with   hexagonal   shafts,   a 

to  drill  accurately  through  the  center 

hl-m.  hole  was  drilled  through  the 

of  the  shaft  and  the  hole  must  be 

casting,    insulation    and    shaft.      A 

cleaned    out    carefully    of    drillings 

A-in.  diameter  round  hard  fiber  pin 

and    other    metal    particles    to    re- 

was then  driven  into  the  hole.   Three 

move  any  chance  of  later  having  a 

of  these  pins  were  put  in  the  upper 

grounded  cylinder. 
K6     controller 

'  ''^Wf^  ' 

cylinder  with 

"'^  .^ai'j 

tightened  casting 

•Submitted  in  Eleotb'C  Bailwat  Jocbnal  Prise  Contest. 

944 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.2\ 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING    STOCK — TRUCKS — 17 


Splash  Lubrication  for  Journal  Bearings' 

By  H.  S.  Williams 

Assistant  Suoerintendent  of  Equipment, 
Department  of  Street  Railways,  Detroit,  Mich. 


radially  into  the  distributing  chamber. 
The  operation  consists  of  picking 
up  oil  from  the  journal  box  by  the 
internal  gear,  which  carries  it  to  and 
forces  it  through  the  filler  holes  into 

IN  AN  effort  to  improve  journal  an  oil  distributing  chamber.  This  the  distributing  chamber,  from 
bearing  lubrication,  the  system  i-eservoir  is  supplied  with  oil  through  which  it  is  fed  by  centrifugal  force 
shown  in  the  accompanying  drawing  filler  holes  drilled  from  the  root  of  to  the  bearing  surface.  An  oil- 
has  been  developed.  This  provides  the  pinion  teeth  into  the  distributing  throwing  ring  is  provided  on  the 
for  flood  lubrication  of  the  bearing  chamber.  Oil  is  fed  to  the  underside  journal  to  prevent  oil  being  carried 
surfaces  and  its  efficiency  in  service  of  the  bearings  through  holes  drilled  out  through  the  dust  guard. 
is  proved  by  the  fact  that  heat  tests 
show  a  bearing  temperature  rise  of 
19  deg.  F.  with  the  new  method  as 
compared  with  the  33  deg.  F.  rise 
with  the  standard  oil  and  waste  lu- 
brication system.  In  addition,  the 
journal  box  construction  makes  it 
dust-tight. 

The  outer  end  of  the  journal  is 
supplied  with  a  small  spur  pinion 
over  which  runs  an  internal  gear  of 
large  enough  diameter  to  reach  nearly 
to  the  bottom  of  the  journal  box. 
This  internal  gear  is  held  in  place 
by  a  guard  disk  that  is  held  outside 
the  pinion.  The  interior  of  the 
journal   is  hollowed  out  to  provide 


^^^S^^^^ 


Vi/'-\L/ 


Flood  lubrication  system  for  journal  bearing 


'i^uhm'Utcd  in  Elkctkic  Railway  Jolkxai. i»rije  Content. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING   STOCK — ELECTRICAL — 30 


Better  Support  for  Armature  Leads 
Decreases  Breakage* 

By  M.  S.  Walker 

Armature   Winder  Beaver    Valley   Traction   C'ompaii>% 
.\'ew    Brunswick,    Pa. 


CONSIDERABLE  difficulty  from 
breaking  of  armature  leads  back 
of  the  commutator  on  high-speed 
interpole  motors  has  been  experi- 
enced by  the  Beaver  Valley  Traction 
Company,  New  Brunswick,  Pa.  By 
disconnecting  the  armature  leads 
carefully  it  was  found  that  there 
was  a  slight  breathing  movement  of 
the  coils  at  the  front  end  of  the 
diamond.  This  was  found  to  be  due  to 
the  drying  out  of  the  coil. 

When  in  service  the  continual 
movement  of  the  armature  coils  had 
a  tendency  to  move  them  upward 
against  the  top  leads,  and  in  time 


these  would   break   off'   back  of  the 
commutator  neck. 

To  overcome  this  condition  three 
layers  of  friction  tape  and  two  layers 
of  oil  linen  tape,  together  with  one 
layer  of  0.012  in.  fish  paper,  were 
placed  over  the  diamond  and  the 
entire  assembly  was  then  wound  with 
a  IJ-in.  steel  band  of  No.  17  wire. 
This  was  soldered  securely.  Four 
layers  of  friction  tape  and  three 
layers  of  oil  linen  tape  were  then 
placed  over  the  bands  and  connected 
to  the  top  leads.  This  method  has 
been  used  for  the  past  two  years  and 
has  proved  very  effective. 


'Suttmltted  in  Electbic  Railway  Jolmenal  Prize  Contest. 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


945 


Electric  Railway  Journal  Maintenance  Data  Sheet 

KOM.ING    STOCK — MISCEII.ANKOUS — 1  + 


Electrical  Connections  for  Supplying  Power  to  Run  Out 
Trucks  and  Return  Them  to  Cars* 

By  Charlie  Herms 

General    Foreman    San    Diego    Electric    Railway,    San    Diego,    Cal. 


THE  attached  diagram  shows  a 
simple  and  convenient  method 
for  supplying  power  to  the  motors 
on  trucks  of  electric  cars  to  run  them 
out  from  under  the  car  bodies  and 
return  them  after  overhauling.  This 
has  been  found  a  great  time  and  la- 
bor saver  in  the  shops  of  the  San 
Diego  Electric  Railway  over  the  old 
method  used  of  pushing  the  trucks 
by  hand.  Previously  four  men  were 
required,  while  with  the  electrical 
method  the  regular  overhauling  crew 
of  two  men  handle  the  job  with  ease 
and  lose  little  time. 

Our  shop  has  plug-in  receptacles 
mounted  conveniently  alongside  the 
overhauling  tracks.  Motor  leads  are 
equipped  with  standard  knuckle-joint 
connectors  and  these  are  marked  to 
correspond  with  the  field  and  arma- 
ture leads,  and  so  eliminate  wrong 

'Submitted  in  Electric  Railway  Journal  Prize  Contest. 


10  Ohms 


4.2d  Ohms.,  t 
lOhms. 


I.  S  Ohms 
.■'  .1.58 Ohms 
/    2.S5  0hms 


W 


■fW^f^V/'"^^^^ 


Rheostoit 

♦^"VVvSATl., 
6.4  Ohms-"  I     I  ■t'    6C-4mp. 
Pilot  light-'     :    •■     ™-5^ 


4C00  Ohm  resistor  '\. 


'Switch 


tch 


Receptacle 
at  track  No  I 


^>J  Armature 

'^J^  Field 

Diagram  Showing  Jumper 
Connectinc)  Motor  to  Receptacle 

By  means  of  plug  connections  the 
car  motors  are  used  to  run  the 
trucks  out  and  return  them  under 
their  own  power 

connections.  The  male  end  of  the 
four-conductor  plugs  is  also  provided 
with  a  guide   so  that   it  cannot  be 


wrongly  inserted.  In  removing  a 
truck  one  man  operates  the  rheostat 
while  the  other  spots  the  truck  in 
its  location. 

A  double-pole,  double-throw  knife 
switch  is  mounted  at  the  rheostat  for 
reversing  the  motor  current.  A  red 
pilot  light  is  also  mounted  in  plain 
V'ew  so  as  to  warn  the  shop  men 
when  the  switch  is  closed. 

In  the  diagram  of  connections  it 
will  be  seen  that  a  shunt  method  of 
control  is  used.  This  was  found  of 
advantage  in  that  very  fine  regula- 
tion is  provided  which  does  not  re- 
quire as  much  resistance  as  would 
be  necessary  with  a  series  method. 
Also  with  the  shunt  method  a  part 
of  the  resistance  is  connected  per- 
manently between  the  line  and  the 
rheostat  to  safeguard  against  flash- 
over. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

TRACK    AND    WAV    DKP.ARTMKNT — J3 


Special  Work  Frogs  for  Quick  Repairs' 

By  Louis  T.  Botto 

Superintendent  Maintenance  of  Way  San  Antonio  Public  Service  Company 
San  Antonio,    Tex. 


USUALLY  it  takes  from  six  to 
eight  weeks  to  get  a  special 
work  frog  made  at  a  factory  in  the 
North  or  East  and  delivered  to  our 
railway  in  San  Antonio.  When  a 
frog  breaks  in  service  it  should  be 
replaced  immediately,  and  to  meet 
such  conditions  a  cast-steel  casting 
has  been  developed  which  is  used  in 
conjunction  with  steel  plates  and 
regular  105-lb.  and  110-lb.  rails  in 
fabricating  special  work  frogs. 

The  casting  is  designed  so  that 
any  angle  frog,  either  straight  or 
curved,  can  be  made  up  in  two  or 
three  days  by  a  welder  and  two 
helpers.  Electric  welding  is  used 
for  fastening  the  bottom  of  the  cast- 
ing to  the  first  plate  and  for  welding 
the  two  plates  to  each  other.  Acety- 
lene welding  is  used  in  fastening  the 

'Submitted  in  Electric  Railway  Journal  Prize  Conteet. 


rails  to  the  castings  and  plates.  After 
the  welding  operations  are  completed 
the  flangeways  through  the  castings 
are  marked  out  with  an  acetylene 
torch  and  are  then  ground  out  true 
to  line  with  an  Atlas  rail  grinder 
and  set. 

Four  frogs  of  this  type  have  been 
made  during  the  past.  year. 


Frogs   installed  on  Goliad   Street, 
San  Antonio 


y,  fro^  cailinof 
Z,i"xB'x4' Plate 

3,  \"  Plate  fogro  under  base  of  rxti/s 

4,  1051b.  or  J 10 lb.  Groove  rail  any 
re{fuirec/  leng'th  or  curve 

Construction  used  for  making  frogs 


'/////////.  Electric  spot  welds 

,  m$S^  Pails  ■#  welded  to  casting'  1  with 
acetylene  welding  torch 


946 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


Electric  Railway  Journal  Maintenance  Data  Sheet 

BOLJ/INO    STOCK — MISCELIAHEOUS — 15 


Jack  Extension  Eliminates  Blocking'' 

By  Edwin  C.  Kelly 

Shop    Foreman    Virginia    Public    Service    Company, 
Hampton,    Va. 

AN  EXTENSION  of  suitable 
.  length  welded  to  the  stem  of 
an  ordinary  ratchet  jack  has  proved 
a  very  handy  device  in  the  shops  of 
the  Virginia  Public  Service  Com- 
pany, Hampton,  Va.  This  is  used 
in  pits  where  minor  repairs  and 
inspections  are  made.  When  chang- 
ing axle  bearings,  motor  supension 
springs  and  on  similar  jobs  where 
the  use  of  a  jack  is  necessary  it  may 
be  placed  in  position  quickly  without 
blocking  and  the  required  height 
obtained  without  occupying  unneces- 
sary space.  When  placed  in  position 
it  does  not  interfere  with  the  move- 
ments of  the  workman. 


Jack  with  extension 

arm  in  pit  of  the  ^i*^^ 
Virginia  Public  ^'IMI 
Service    Company 


'.Submitted  in  Electric  Railway  Jol'Enal  Prize  Conteat. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

TRACK   AND    WAY   DEPARTMENT — IS 


High  Carbon  Steel  Used  for  Repairing  Track  Tools' 

By  F.  C.  Womack 

Engineer  Maintenance  of  Way,  Virginia  Electric  &  Power  Company,  Richmond,  Va. 


CONSIDERABLE  saving  results 
in  the  repair  of  maintenance  of 
way  tools  used  by  the  Virginia  Elec- 
tric &  Power  Company  by  electric 
welding  high-carbon  steel  to  the 
points  that  are  subjected  to  abrasive 
wear.  The  accompanying  illustra- 
tion shows  a  pneumatic  tie-tamping 
tool  before  and  after  repairs  are 
made.     The  view  on  the  left  shows 


the  tool  after  about  a  week's  use. 
The  center  illustration  shows  the 
tool  after  it  has  been  built  up  with 
high-carbon  steel  and  the  view  at 
the  right  is  of  the  tool  after  it  has 
been  dressed  up  on  an  emery  wheel. 
By  this  method  tools  retain  their 
shape  from  four  to  five  times  as 
long  as  they  do  when  repaired  by 
the  blacksmith. 


At  left,  the  tool  before  repairs.  In 
center,  built  up  with  carbon  steel.  At 
right,  after  finishing  on  emery  wheel 


*8uhmiited  in  Elkotkic  Railway  Jocbnal  Priee  Coniett. 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


946a 


T 


June  18. 1927 


Electeic    Railway    journal  109' 

5  out  'n 
of    / 

Regularly  use  "TOOL  STEEL" 
Gears  and  Pinions 

In  the  Electric  Railway  Journal,  Maintenance  Competition, 
May  21, 1927,  seven  articles  were  submitted  from  men  in  Phila- 
delphia, Chattanooga,  Atlanta,  Washington,  New  Orleans,  Bir- 
mingham, and  Portland,  Maine.  Presumably  these  companies 
are  alert  in  an  effort  to  keep  down  maintenance  costs. 

5  out  0£  ^  of  these  companies  regularly  use  "Tool  Steel"  gears  and 
pinions,  ^^j 

3  Ox  UIG  7  companies,  when  buying  new  equipment,  have  specified  "Tool 
Steel"  gears  and  pinions  on  their  new  motors. 

also 

In  the  April  contest  (April  16th  issue  of  Electric  Railway  Journal)  3  out  of  6 
were  submitted  by  "Tool  Steel"  gear  and  pinion  regular  users. 

"Tool  Steel"  gears  and  pinions  reduce  maintenance  costs;  if  you 
take  almost  any  classification  of  the  "LivcWires"  in  the  industry 
you  will  find  that  the  great  majority  keep  down  their  mainten- 
ance costs  with  "Tool  Steel"  gearing. 

The.  Tool  Steel  Gear  &.  Pinion  Co. 

CINCINNATI,  OHIO 


Here's  the 
monthly 
record  of 
Total  rolling 
Stock 

Articles  and 
users  of 
"Tool  Steep' 
gears 


April 

May 

June 

July 

Aug. 


5  out  of 

5  out  of 
7  out  of 
4  out  of 

6  out  of 


6 

7 
8 
5 
8 


Total      27  out  of  34 


>«:\< 


Out  of  34  Contestant 

articles,  27  came  from 

Companies  regularly  using 

"Tool  Steel"  Gears  and 

Pinions 

THE  FIRST  CAPITAL  PRIZE  WINNER  IS  A  "TOOL  STEEL"  GEAR  USER 


iQ£>L-ST££tQUALIiy 


046b 


ELECTRIC  RAILWAY  JOURNAL 


November  19, 1927 


UlinMllllllltHlllllltllllllllllllllttlIIIIIIIIIIIMIIIIIIIlllllllllllllllllllllMirilllllllllMIIIIIIIIIIIIIIIIIIIIIIinHIIIIIIIIIHIillllllllilllllllllllllll|i± 


LOS 
ANGELES 
RAILWAY 

CUTS  CAR  MILE 
MAINTENANCE 


The  Los  Angeles  Railway  Company  has,  for 
the  last  three  years,  handled  all  its  own  motor 
maintenance. 

Every  car  motor  is  given  a  shop  overhauling 
every  20  months  and  whether  any  rewinding  is 
necessary  or  not,  each  armature  is  treated  with 
insulating  varnish  and  oven  baked  before  it  is 
again  assembled  and  put  back  in  service. 

Mr.  Turley,  Electrical  Engineer,  states  that 
since  the  inauguration  of  this  policy  there  has 
been  a  marked  decline  in  the  number  of  burnt 
out  motors  in  wet  weather  and  that  maintenance 
costs  per  motor  in  service  have  been  greatly 
reduced. 

Let  us  give  you  the  data  on  motor  protection. 


YOUNG  BROTHERS  COMPANY 

6520  MACK  AVENUE,  DETROIT,  MICHIGAN 


DISTRICT  SALES  OFFICES 

30  Church  St. New  York 

1424  CuaranteeTitle  BIdg., Cleveland 
410  Granite  Bldg.  -  .  -  St.  Louis 
419  Call  BIdi!.  -  -  -  San  Francisco 
988  Elllcott  Square Buffalo 

20  E.  Jackson  Blvd.  ~  -  .  Chicago 
807  SanFermandoBldg.,Los  Angeles 
248  Central  BIdg..  -  -  Seattle.  Wash. 

10  High  St.   -   -   -   .  Boston.  Mass. 


OVENS  FOR 
Core  and  mold 
baking  —  Low 
temperature 
heat  treating  — 
Dr.ving,  Japan- 
ning and  Enam- 
eling—  Electrical 
appliance  baking 

.\dapted  to  all 
methods  of  heat- 
ing. 


INDySTRIAirOVENS 


TRIBLOC 
t    to  2  tons. 


Some  costs 

cannot  be 

avoided, 

but 


Even  in  car  and  bus  repairing  there 
exist  costs  that  can  be  lowered.  In 
this  work  there  can  be  no  exception 
to  the  rules  that  govern  low-cost 
manufacturing — idle  lime  and  cosiiy 
effort  of  manual  load  lifting  eat  up 
profits  just  as  fast  in  the  car  shop  or 
bus  garage  as  they  do  in  the  factory. 
Reduce  these  costs  and  save  an 
extra  profit  by  using  the  only  Chain 
Hoist  on  the  market  that  is  expen- 
sive to  make,  yet  sells  at  a  competi- 
tive price — Ford  Tribloc. 

Send  for  Catalog  7-B 

FORD  CHAIN  BLOCK  CO. 

2nd  &i  Diamond  Streets, 
Philadelphia,  Pa. 

trAoc 

CHAIN  V^yf      HOIST 


nimiiiiimiiniiiiiiiHiMiiiiiirinrmiMniiiiMtmniiiminnnmiiimiiiuiiriiiimniinmniiimHnniimiiiHiiniiiiimiiMnMiimii^ 
ailiiiiiiMHriinmiiiiiiniMiihiiMMiMHiiiriiiiMiitiiniiiiiiiniiitiiiiiiiniiniiiiiiniiHiiiiiiiiiiiiiiiiiiiiinMUiiiiitiiniiiiiiiiiriiitiiiuiiiiii 

"American'' 


Light 

and 

Heavy 

SPRINGS 


Advantageous  loca- 
tion for  prompt  de- 
livery of  raw  materi- 
als— Ample  equipment 
of  modern  automatic 
machinery  and  appli- 
ances —  Pyrometer 
equipped  furnaces  as- 
suring accurate,  uni- 
form heat  treatment 
and  over  35  years' 
spring  manufacturing 
experience  constitute 
a  service  which  means 
satisfaction. 

May  we  estimate  on 
your  needs? 

AMERICAN  SPIRAL 
SPRING  8i  MFG.  CO. 

Eatablisbed  1887 

ARSENAL  STATION 

PITTSBURGH,  PA., 

U.S.  A. 


juiiiiiiiiuuiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiuiiiiiiiiiiiiiiiiiiiiiuiiiiE 


November  19, 1927 


FXECTRIC  RAILWAY  JOURNAL 


947 


Electric  Railway  Journal  Maintenance  Data  Sheet 

L.1NK    UKPABTMKNT 1 


Removal  of  Ears  in  Special  Work^ 

By  W.  T.  Trautman 

Superintendent  of  Emergency  Division, 

United  Railways  &  Electric  Company, 

Baltimore,    Md. 


TWO  of  the  greatest  difficulties 
in  the  maintenance  of  overhead 
special  work  structures  are  the 
renewal  of  ears  and  the  prevention 
of  trolley  wire  breaks.  The  trolley 
wire  and  ears  in  special  work  are 
punished  particularly  at  ear  sup- 
ports due  to  the  hard  spot.  In  addi- 
tion considerable  maintenance  work 
is  required  to  keep  the  straight  line 
trolley  wire  in  good  alignment  due 
to  the  hangers  creeping  on  the  curve 
pull-off  wires. 

On  lines  of  the  United  Railways  & 
Electric  Company,  these  conditions 
have  been  mitigated  by  eliminating 
approximately  2,300  ears  from  the 
straight  line  trolley  wire  in  special 
work  locations  at  the  points  of  in- 
tersection with  the  curve  pull-off 
wires.  The  pull-offs  are  elevated  on 
the  poles  to  clear  the  straight  line 

'Submitted  in  ELECTnic  Railway  JorltNAL  Prise  Contest. 


trolley  wire  by  at  least  12  in.  The 
removal  of  these  ears  has  aided  in 
keeping  the  special  work  in  good 
alignment    and    in    eliminating    the 


severe  localized  burning  and  cupping 
which  formerly  occurred  at  each  ear. 
As  it  has  been  necessary  to  renew 
the  ears  on  an  average  of  at  least 
twice  each  year,  their  removal  has 
effected  an  annual  saving  in  the 
maintenance  budget  of  approx- 
imately $4,300. 


Special  work  after  the  removal  of  ears  and  the  elevation  of  the  pull-offs 


Electric  Railway  Journal  Maintenayice  Data  Sheet 

8IUNAL!lJ — 3 


Device  for  Removing  Piston  Rod 
Retaining  Rings* 

By  a.  D.  Moore 

Electrical  Department,  6nth  Street  Terminal, 

Philadelphia  Rapid  Transit  Company, 

Philadelphia,    Pa. 


threads  is  the  same  as  that  of  the 
rings  the  spanner  and  ring  back  off 
together. 

The  hole  through  the  die  stock  was 
continued  through  the  extension  to 
allow  the  piston  rod  to  extend 
through.  A  ratchet  handle  is  used 
with  the  die  stock  in  the  usual  man- 

CONSTANT  use  of  the  threads  of   engage  with  holes  in  the  retaining  ner.    As  no  changes  are  made  in  the 
piston-rod    retaining    rings    for   ring.     In  order  to  provide  positive  handle  it  may  be  used  for  pipe  thread- 
electro-pneumatic    signal    apparatus   engagement    between    the    pins    and   ing  when  necessary, 
of   the    Philadelphia    Rapid    Transit   ring  an  extension  was  welded  on  the 


Company,  subway  -  elevated  lines, 
causes  them  to  become  jammed,  mak- 
ing it  impossible  to  remove  them  with 
a  hand  spanner  wrench.  To  over- 
come this  difficulty  a  combination 
clamp  and  ratchet  spanner  wrench 
has  been  designed  and  built  by  the 
shop  forces.  The  piston  clamp  is  a 
split  cylinder  welded  to  a  base.  Lugs 
for  the  clamping  screw  are  also 
welded  to  the  cylinder.  A  Toledo  No. 
00  pipe-threading  device  was  adapted 
for  a  spanner  and  ratchet  handle. 
Dies  were  removed  from  a  J-in.  stock 
and  two  pins  inserted  in  the  face  to 


This  device  is  used  also  for  tight- 
back  of  the  stock,  which  threads  into  ening  rings  when  they  are  replaced 
a  tailpiece.     As  the  pitch  of  these   as  well  as  for  removal. 


Piston-rod  retaining  rings  are  removed  easily  with 
this  device 


"Submitted  in  Electiuc  Railway  Jocrsal  Prize  C'tiutrst. 


948 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.2\ 


Electric  Railway  Journal  Maintenance  Data  Sheet 

I^INE   DEPARTMENT — 5 


Fixture  for  Straightening 
Steel  Poles* 

By  H.  E.  Bean 

Engineer  Way  and  Structures,  New  York  State  Railways, 
Syracuse,  N.  Y. 

BENT  steel  poles  are  straightened  on  lines  of  the 
New  York  State  Railways,  Syracuse,  N.  Y.,  by  using 
the  device  illustrated.  After  throwing  slack  into  the 
span  the  pole  is  heated  to  a  dull  red  color  with  a  kero- 
sene burner.  The  straightener  is  then  fastened  to  the 
pole  by  a  band  at  the  bottom  and  a  chain  at  the  top. 
Two  or  three  wraps  of  chain  prevents  sliding  up  of  the 
pole.  A  jack  is  placed  under  the  arm  at  C  and  the  pole 
is  bent  back  to  the  desired  position  and  is  allowed  to 
cool  without  quenching. 

If  poles  need  reinforcing  due  to  excessive  strain,  five 
reinforcing  rods,  each  5  ft.  long,  are  wired  around  two 
light  cast  rings  and  lowered  into  the  pole.  This  cage 
is  held  in  a  position  midway  above  and  below  the  ground 
line  by  securing  the  lowering  wire.  Concrete  is  then 
poured  into  the  pole  to  the  top  of  the  reinforcing  bars. 


\.-^- 


23P- 


7»    2|"^-.|Sj5^-;>,»*a 


:li"x8''Bolt 
■        >6'< 


-Pole 
-    band 


^\9"Bolt.*^.y<7'il' 


Device  used  for  straightening  poles 

-Band  bottom.     B — Top  or  chain  attachment. 
C — Position  where  jack  is  placed. 


*Su&m:7ted  in  Elbctbic  Railway  Joubnal  Prize  Contest. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

SIGNALS — 1 


Apparatus  for  Checking  Signal  Relays* 

By  W.  R.  Hornberger 

Electrical   Department,   60th   Street  Terminal, 
Philadelphia   Rapid  Transit  Company,  Philadelphiaj   Pa. 

DESIGNED  primarily  for  check-  shaft  of  a  fan  motor  operates  the 
ing    movements    of    relays    for  contactor,  and  closes  the  contact  once 
signal  control,  an  apparatus  has  been  each  revolution  of  the  o.scillator  shaft. 


developed  by  the  shop  forces  of  the 
electrical  department,  Philadelphia 
Rapid  Transit  Company,  subway- 
elevated  lines. 

The  apparatus  consists  of  a  motor- 
driven  double-pole  contactor  and  two 
electro  -  magnetic  operated  Veeder 
counters.  The  primary  circuit  is 
broken  at  one  pole  of  the  contactor 
through  the  primary  counter  magnet. 
The  second  contact  interrupts  the 
control  circuit  of  the  apparatus  being 
tested.  The  secondary  circuit  is 
broken  at  the  contact  of  the  appara- 
tus under  test  and  operates  the  sec- 
ondary counter  magnet.  If  the  device 
to  be  checked  has  no  contacts  a 
breaker  for  the  secondary  circuit 
may  be  attached  to  its  moving  parts. 

A  cam  mounted  on  the  oscillating 

•Submitted  in  E1.ECTBIC  Railway  Journal  Prize  Contest. 


Speed  variation  is  obtained  by  a  rheo- 
stat. Motor,  contactor  and  counter 
magnets    are    mounted    in    a    small 


wooden  cabinet.  Ventilation  is  by  a 
small  fan  on  the  motor  shaft.  The 
counters,  rheostat  and  terminals  are 
mounted  on  a  Bakelite  panel. 

The  contactor  closes  both  circuits 
simultaneously  and  operates  the  pri- 
mary counter.  It  also  closes  the  con- 
ti-ol  circuit  to  the  apparatus  under 
test.  The  secondary  circuit  is  closed 
to  operate  the  secondary  counter. 
The  counters  should  check. 


Apparatus  used  to  check  the  operation  of  moving  functions  of  relays 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


949 


Adventures  of 

Old  Man  Trouble 


on  the 

Hicksville  Railway 


Safety  devices  are  to  protect 

life  and  property  and  are  not 

to  be  tampered  with 


■  f  f /f^^SSata. 


[fire  /  JUMP/    V 

PUU  THE  TftoiieyJ      ^ 


'  _:$^,^^*^rj:j«^'-'¥t^Tr-^>^9*ii>^ ^n^MM 


IT  MAY  be  a  heroic  act  to  save 
the  cat  from  the  burning  deck, 
but  why  set  the  ship  on  fire?  Fur- 
thermore, it  may  be  considered 
heroic  to  stop  a  burning  runaway 
car,  but  why  jeopardize  one's  own- 
life  and  those  of  others  by  setting 
the  car  on  fire? 


Electric  Railway  Journal  will  be  glad  to  furnish  press 
proofs  of  this  page  for  posting  on  bulletin  boards  and  will 
supply  electrotypes  of  this  series  at  cost  for  use  in  company 
publications. 


J.  M.  Zimmerman  anj  K.  L.  Proctor.  Westlnghouse  Elcc.  &  Mfe.  Co. 


950 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


New  Equipment  Available 


Three-Position  Indicator 

DESIGNED  primarily  for  instal- 
lation in  a  load-dispatching 
board  to  repeat  the  positions  of  vari- 
ous switches  on  the  system,  a  new 
type  of  indicator  is  being  marketed 
by  R.  W.  Cramer  &  Company,  Inc., 
New  York,  N.  Y.  This  indicator  is 
of  the  semaphore  type  giving  three 
indications.  It  may  also  be  used  in 
interlocking  boards  to  repeat  the  con- 


0 


2 


^ 


(T^ 


Circuit  diagram  with  indicators 


Front  appearance  of  indicator 

dition  of  track  sections  and  show 
whether  they  are  occupied  or  not  by 
cars  or  trains. 

The  movement  of  the  semaphore  is 
obtained  through  either  of  two  elec- 
trical magnets.  Energizing  either  of 
these  coils  will  cause  the  semaphore 
to  move  in  either  direction  from  its 
energized  position  through  an  angle 
of  45  deg.,  making  the  angular  dis- 
tance between  energized  positions  90 
deg.  The  three  indications  given  by 
the  indicator,  therefore,  would  be  ( 1 ) 
switch  closed ;  (2)  switch  open,  and 
(3)  in  a  position  to  indicate  trouble. 

The    indicator    operates    normally 


on  12  to  14  volts  direct  current,  al- 
though it  may  be  operated  on  higher 
voltages  with  either  direct  or  alternat- 
ing current.  The  load  per  coil  is  1 
watt.  Coils  are  designed  for  con- 
tinuous service.  The  semaphore  is 
restored  to  its  de-energized  position 
by  means  of  a  hair  spring  located  be- 
hind the  dial  face. 

Among  the  advantages  claimed 
for  these  indicators  are  that  they 
occupy  less  space  than  lamps  and  re- 
quire less  power.  One  indicator  will 
replace  two  lamps,  and  there  are  no 
filaments  to  burn  out.  The  indicator 
shows  the  actual  switch  position 
graphically  and  facilitates  super- 
vision. It  also  eliminates  optical 
errors. 

These  indicators  are  made  in  two 
sizes  with  dials  2^  in.  and  1^  in.  diam- 
eter. They  are  designed  for  flush  in- 
stallation on  switchboard  panels  with 
control  wire  terminals  in  the  rear. 


New  Line  of  Six-Cylinder 
Trucks 

SIX-CYLINDER  trucks  in  a  com- 
plete new  line  are  announced  by 
Graham  Brothers,  which  is  the  truck 
division  of  Dodge  Brothers,  Inc. 
These  provide  quick  acceleration  and 
braking  together  with  fast  economi- 
cal service.  A  four  forward  speed 
transmission  in  the  new  2-ton  chassis 
gives  added  pulling  ability  for  emer- 
gencies and  makes  possible  moderate 
engine  speed  for  fast  long  runs. 

The  six-cylinder  engine  has  a 
seven-bearing  crankshaft  that  weighs 
but  69  lb.  Connecting  rods  are  of 
chrome-vanadium  steel  and  pistons 
of  light  alloy.  The  chassis  is  de- 
signed for  minimum  weight  con- 
sistent with  rugged  strength.  Lock- 
heed hydraulic  four-wheel  internal 
expanding  brakes  provide  quick  and 


Chassis  for  new  2-ton  truck 

positive  braking  and  make  control 
easy.  In  addition  to  the  hydraulic 
brakes  the  hand  lever  operates  a  pro- 
peller shaft  brake  for  use  when  the 
truck  is  parked. 


"Unccda"  regular  and  systematic 
schedule  of  inspection  and  main- 
tenance. 


Changes  in  Visible 
Thermostat 

SEVERAL  changes  in  its  new 
visible  thermostat  are  announced 
by  the  Railway  Utility  Company, 
Chicago,  111.  The  upper  end  of  the 
mercury  tube  is  held   in  place  by  a 


Equipment  arranged  with  stake  body 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


951 


transparent  glass  front,  while  the 
lower  end  is  held  by  a  copper  tube 
encircling  the  bulb.  This  copper  tube 
terminates  in  a  circular  projection  on 
the  lower  outside  end  of  the  metal 
case  and  acts  as  a  heat  exchange  ele- 
ment. It  is  heat  insulated  from  the 
case  and  responds  quickly  to  changes 
of  temperature  in  the  car. 

A  molded  rubber  bushing  on  the 
upper  end  of  the  thermometer  tube 
acts  as  a  cushion  against  shock.  A 
molded  insulation  back  may  be 
screwed  permanently  to  the  car  wall. 
If  it  is  necessary  to  change  the  tem- 
perature setting  the  mercury  tube 
must  be  replaced.  To  remove  this 
two  screws  are  taken  out  which  clamp 
the  thermometer  case  to  the  molded 
back.  Two  additional  screws  which 
hold  the  mercury  tube  provide  for 
easy  removal  and  replacement. 


Lock  for  Weatherproof 
Sockets 

LAMPS  can  be  locked  in  molded 
-/composition  weatherproof  sockets 
by  a  construction  just  announced  by 
the  Ren  Alanufacturing  Company, 
Winchester,  Mass.  The  locking 
mechanism  consists  of  a  coiled  spring 
and    a    grooved    ring.     A    particular 


Lamp  lock  applied  to  weatherproof  sockets 

Style  of  punch  is  used  to  apply  the 
lock  to  the  socket.  The  Ren  lock 
grips  the  base  of  the  lamp. 

This  type  of  lock  has  been  pre- 
viously applied  to  brass  and  porcelain 
sockets,  but  the  new  development  is  in 
connection  with  weatherproof  sockets 
for  lamps  used  out  of  doors  or  in 
damp  locations. 


Dick  Prescott  Fires  Welcher 

And  Closes  an  Unpleasant  Incident 


DICK  PRESCOTT,  assistant  su- 
perintendent of  the  Consolidated 
Railway  &  Light  Company  shop,  was 
amazed  at  the  story  told  by  Shorty 
Green,  ringleader  of  the  disaffected 
men  in  the  truck  shop.  This  confes- 
sion, however,  explained  to  Dick  many 
things  that  had  mystified  and  worried 
him  for  some  time. 

The  young  executive  acted  promptly 
and  summarily.  Soon  after  the  com- 
mittee representing  the  truck  shop 
men  had  left  his  office,  he  called  in 
Pete  Welcher,  whose  jealousy  of 
Dick's  rapid  promotion  had  prompted 
his  attempt  to  breed  discontent  among 
the  men.  After  reviewing  the  facts 
briefly,  Dick  informed  Welcher  that 
his  services  were  no  longer  required 
in  the  Consolidated  shop. 

Caught  red  handed,  Welcher 
showed  his  true  colors,  first  by  trying 
to  shift  the  blame  to  some  of  his 
recent  pals  and  then,  when  he  real- 
ized that  wouldn't  work,  by  pleading 
ignobly  for  his  job.  This  only  served 
to  confirm  Dick's  judgment  of  the 
man.  He  told  the  ex-inspector 
bluntly  that  treachery  and  double 
dealing  had  no  place  in  the  Consoli- 
dated organization. 

When  the  word  that  Welcher  had 
been  dismissed  spread  through  the 
shop  there  was  a  general  feeling  that 
he  had  been  treated  only  as  he  de- 
served. Late  in  the  afternoon,  Dick's 
old  friend  Steve  White,  the  carpenter 
shop  foreman,  came  into  his  office  to 
congratulate  him  on  getting  rid  of  a 
trouble  maker.  Although  Dick  had 
become  Steve's  superior,  he  never 
forgot  his  early  days  in  the  shop  and 
the  two  men  were  fast  friends.  Dick 
always  welcomed  Steve's  advice  and 
frequently  discussed  general  shop 
problems  with  him.  The  subject  of 
Pete  Welcher  was  soon  dismissed, 
and  Steve  referred  to  the  work  of  his 
own  department. 

"We're  getting  cleaned  up  in  good 
shape  this  week,  Dick,  and  our 
record  of  damaged  cars  held  out  of 


service  for  the  month  is  going  to 
show  a  big  drop  over  last  month." 

"Fine!  I'll  bet  that  will  make  the 
transportation  department  sit  up  and 
take  notice,  eh  ?" 

"Yes,  you  bet  it  will,"  replied 
Steve.  "Those  fellows  are  right  up 
on  their  toes  and  they're  after  every 
car  they  can  get." 

"Good  enough ;  that's  the  way  they 
ought  to  be.  Do  you  know,  Steve, 
I've  given  a  lot  of  thought  and  study 
to  this  business  and  the  more  I  think 
about  it,  the  more  it  fires  my  imag- 
ination. Why,  say,  some  of  these 
croakers  that  think  the  transportation 
business  is  on  the  way  out  are  dead 
from  the  neck  up.  In  my  judgement 
the  real  trouble  with  this  business  has 
been  that  it  nearly  dried  up  from  the 
inside  out." 

"I  can  understand  that,  all  right," 
commented  Steve. 

"Understand  it  I  Of  course  you  can. 
You're  the  first  fellow  who  got  me 
thinking  straight.  Gee,  I  shall  never 
forget  the  first  week  I  spent  in  this 
shop  !  Even  now,  nearly  every  time 
we  have  a  conference  on  a  new  idea 
somebody  pops  up  with  the  old  wet 
blanket  hymn,  'We  tried  that  twenty 
years  ago.'  Some  day  I'm  goinp  to 
have  a  framed  sign  hung  in  my  office 
that  will  read,  'You  ought  to  be 
twenty  years  wiser  than  you  were 
twenty  years  ago.' " 

"That  sounds  like  good  sense,  all 
right,  Dick,  but  seriously,  I  do  think 
we're  making  real  progress  these  last 
few  months." 

"I  think  we  are  too,  Steve,  but 
we're  only  starting.  I've  had  one  or 
two  new  things  definitely  in  mind  for 
several  days.  Come  on  down  to  the 
shop  a  minute,  I  want  to  go  over 
them  with  you." 

Without  further  discussion  the  two 
men  went  out  into  the  shop.  Dick 
led  the  way  through  the  repair  shop 
to  one  of  the  most  recent  types  of 
cars  that  had  been  purchased  on  the 
property. 


952 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


Power  for  Dorchester  Extension* 

By  F.  N.  Carothers 
General  Foreman  of  Substations  Boston  Elevated  Railway 


CONSTRUCTION  of  the  Dorches- 
ter rapid  transit  extension  neces- 
sitated the  building  of  a  new  automatic 
substation,  located  on  Dickens  Street 
near  Fields  Corner.  This  station  fur- 
nishes energy  not  only  for  the  rapid 
transit  line  but  for  the  surface  cars  in 
this  district  as  well.  The  equipment 
consists  of  two  3,000-kw.  shunt-wound 
converter  units  with  single-phase,  out- 
door, oil-cooled  transformers.  Alter- 
nating-current energy  is  transmitted 
through  two  13,200-volt,  25-cycle,  three- 
phase.  No.  0000  underground  cables, 
direct  from  the  generating  station  in 
South  Boston.  Two  other  a.c.  cables 
that  will  be  used  as  an  emergency  feed 
are  connected  across  town  to  the  bus 
of  Eggleston  substation.  Direct  current 
is  distributed  to  the  lines  for  car  service 
through  eleven  1,000,000-circ.mil  and 
seven  2,000,000-circ.mil  feeders. 

The  transformers  change  the  13,200- 
volt,  25-cycle  power  to  440  volts  for 
converter  supply,  being  connected 
through  oil  circuit  breakers,  Y  for 
starting  and  delta  for  running.  The 
delta-connected  oil  switch  is  connected 
30  electrical  degrees  ahead  of  the 
Y-connected  oil  switch.  This  gives 
very  smooth  operation  in  changing  from 
starting  to  running  position.  • 

3,000-Kw.  Converters  Are  Used 

The  converters  are  General  Electric 
six-phase,  shunt-wound,  commutating- 
pole,  3,000-kw.,  600-volt  type.  The  direct 
current  drops  5  to  6  per  cent  behveen 
no  load  and  full  load.  They  can  be 
started  and  stopped  by  means  of  the 
supervisory  system,  but  it  is  customary 
to  allow  them  to  function  on  load  de- 
mand. Either  converter  can  be  made 
the  leading  or  trailing  unit,  by  the 
throwing  of  the  hand-operated  sequence 
switch.  The  leading  unit  goes  into 
service  through  low-sustained  trolley 
voltage  on  the  d.c.  bus,  and  the  trailing 
unit  goes  into  service  when  the  load  on 
the  leading  unit  has  reached  its  capacity 
for  a  period  of  30  seconds.  The  units 
are  shut  down  in  the  reverse  order. 
The  trailing  unit  drops  out  when  the 
load  has  dropped  to  a  point  where  one 
machine  will  safely  carry  it.  The  lead- 
ing unit  shuts  down  when  the  load 
remains  at  about  20  per  cent  of  its 
capacity  for  a  period  of  two  minutes. 
At  this  point  the  tie  feeders  with 
manual  stations  are  sufficient  to  keep 
the  bus  voltage  normal.  In  event  of 
failure  of  the  leading  unit  to  go  into 
service,  the  trailing  unit,  after  a  short 

*  Abstract  of  a  paper  read  at  meeting  of 
New  England  Street  Railway  Club,  Boston, 
Mass.,  Oct.  27,  1927. 


timing  period,  goes  into  service,  and  the 
supervisory  notifies  the  system  operator 
that  the  leading  unit  has  failed. 

The  machines  are  protected  from 
severe  overload  on  the  d.c.  side  by 
means  of  the  MC-2  air  circuit  breakers 
in  eleven  d.c.  surface  feeders,  and  JR-10 
high-speed  circuit  breakers  in  seven 
d.c.  rapid  transit  feeders.  There  are 
also  load-limiting  resistors  in  the  posi- 
tive leads  of  the  machines  that  will 
hold  them  to  their  commutating  capac- 
ity, even  if  the  d.c.  bus  should  become 
grounded.  These  resistors  also  give 
<a  cushioning  effect  as  the  machines  go 
into  service.  They  are  located  in  the 
basement  directly  below  the  converter. 
This  is  a  departure  from  the  usual 
practice,  but  has  given  no  trouble  in 
another  station  that  has  been  in  service 
for  almost  two  years.  The  overload 
trip  on  the  hand-operated  d.c.  machine 
circuit  breaker  has  been  allowed  to 
remain  on  the  breaker  and  is  not  set 
for  any  higher  current  than  those  of 
machines  of  the  same  capacity  at 
manual  stations. 

It  was  thought  that  for  this  particu- 
lar installation  it  would  be  better  not 
to  use  high-speed  circuit  breakers  in 
either  the  positive  or  negative  side  of 
the   converter,   as   all   d.c.   feeders   are 


COMING  MEETINGS 

OF 

Electric  Railway  and 
Allied  Associations 

Nov.  28-30 — American  Institute  of 
Electrical  Engineers,  regional  con- 
vention, Drake  Hotel,  Chicago,  III. 

Dec.  1-2 — Pennsylvania  Street 
Railway  Association,  annual  meet- 
ing, Scranton,  Pa. 

Dec.  2 — American  Institute  Elec- 
trical Engineers,  New  York  Section, 
Engineering  Societies  Building,  New 
York,  N.  Y. 

Dec.  2 — Metropolitan  Section, 
American  Electric  Railway  Associa- 
tion, Engineering  Societies  Building, 
New  York,  N.  Y. 

Jan.  16-17 — Midwest  Electric  Rail- 
way Association,  Hot  Springs,  Ark. 

Jan.  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Roosevelt  Hotel,  New 
Orleans,  La. 

Jan.  26-27— Centnl  Electric  Rail- 
way Association,  Cincinnati,  Ohio. 

Jan.  J/— New  York  Electric  Rail- 
way Association,  annual  meeting. 
Hotel  Commodore,  New  York,  N.  Y. 


tied  into  the  system  network,  and 
trouble  developing  on  one  feeder,  caus- 
ing a  blowout  on  the  converter  might 
result  in  the  loss  of  several  manual 
stations.  It  was  decided,  however,  to 
protect  the  rapid  transit  feeders  with 
high-speed  circuit  breakers  and  to  use 
MC-2  breakers  on  the  surface  feeders. 
At  the  present  time  three  sections 
from  this  station  feed  the  rapid  transit 
lines,  two  of  which  consist  of  two 
2,000,000-circ.mil  and  one  of  three 
2,000,000-circ.mil  cables.  Each  cable 
has  its  own  high-speed  circuit  breaker 
connecting  it  to  the  station  d.c.  bus. 
In  case  of  a  section  blowout,  it  is  nec- 
essary for  all  breakers  on  a  particular 
section  to  close  simultaneously.  Other- 
wise the  first  breaker  to  close  would 
try  to  take  the  total  load  of  the  section, 
which  it  could  not  carry,  and  would 
blow  out  again  just  about  the  time  the 
second  breaker  was  closing.  This  also 
would  blow  out,  resulting  in  a  pump- 
ing action,  and  not  restoring  power  to 
the  section.  Of  course  if  it  were  pos- 
sible to  set  the  time  delay  reclosing 
relay  exactly  the  same  on  all  breakers 
of  a  particular  section,  this  would  not 
happen. 

Insuring  Opening  of  Rel.ws 

These  relays  are  of  the  PQ  time 
delay  closing  and  instantaneous  drop- 
out type,  and  cannot  be  set  for  absolute 
accuracy.  To  get  around  this  feature 
it  was  necessary  to  connect  the  closing 
side  of  all  No.  102  relays  of  each  sec- 
tion in  parallel,  so  that  the  first  No.  102 
to  close  would  close  all  circuit  breakers 
of  the  section.  The  first  No.  102  was 
set  to  operate  in  seven  seconds,  the 
second  in  nine  seconds  and  the  third 
in  eleven  seconds.  This  also  offers  the 
advantage  that  should  the  first  relay 
fail,  the  second  or  third  relay  would 
operate  the  breakers.  The  breakers 
would  not  close  back  on  short  circuit, 
for  after  a  breaker  opens,  a  resistance 
which  is  connected  across  the  breaker 
feeds  power  to  the  fault,  and  the  short- 
circuit  detector  holds  it  out  until  the 
load  is  such  that  the  section  will  not 
be  overloaded  when  it  closes. 

The  actual  operation  of  the  reclosing 
feature  is  as  follows:  A  circuit  breaker 
blows  out;  the  resistance  of  IS  ohms, 
which  was  shorted  out  by  the  breaker, 
allows  some  power  to  feed  out  on  the 
cable.  At  the  same  time  a  B  switch 
on  the  circuit  breaker  starts  time  delay 
relay  No.  102  to  start  timing.  When 
this  relay  has  completed  its  timing  and 
closes  its  contact,  a  circuit  is  completed 
to  the  M  and  N  coils  of  the  reclosing 
relay  No.  182,  but  the  torque  of  this 
coil  is  not  sufficient  to  operate  the 
contacts,  and  must  wait  for  the  aid  of 
the  A.  B.  coil  that  is  connected  from 
the  feeder  to  the  negative  bus.  If  a 
grounded  cable  or  third  rail  exists,  the 
drop  across  the  A.   B.  coils  will  be  0, 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


95J 


and  it  cannot  give  any  aid  to  the  MN 
coil.  The  consequence  is  that  the 
circuit  breaker  cannot  reclose  and  must 
wait  until  the  trouble  has  been  cleared, 
or  for  load  to  be  reduced  to  a  point 
where  the  drop  across  the  A.  B.  coil 
will  allow  No.  182  to  close  its  contacts, 
which  recloses  the  circuit  breaker. 

In  addition  to  functioning  auto- 
matically, all  pieces  of  apparatus  in 
this  station  have  supervisory  control 
and  indication  from  the  system  oper- 
ator's office.  That  is,  the  system  oper- 
ator can  start,  stop  or  lock  out  of 
service  either  converter  found  open, 
close  or  lock  out  any  a.c.  or  d.c.  cable, 
as  he  desires,  provided,  of  course,  that 
all  automatic  features  function.  He 
cannot  start  a  rotary  if  it  has  flashed 
over,  has  grounded  windings,  over- 
heated bearing,  or  windings,  or  any- 
thing that  might  cause  serious  trouble. 

The  supervisory  is  of  the  Western 
Electric  8A  distributor  type,  and  allows 
system  operator  to  give  as  many  oper- 
ations as  desired,  either  opening,  clos- 
ing or  both,  at  the  same  time.  After 
an  operation  indication  is  given  in  five 
seconds.  The  position  of  all  pieces  of 
apparatus  is  checked  at  five-second 
intervals.  Watt-hour  meter  readings 
on  both  converters,  and  R.  T.  feeders 
are  transmitted  to  system  operator's 
office  over  this  supervisory. 


Four  No.  22  telephone  wires  rented 
from  the  New  England  Telephone  & 
Telegraph  Company  are  used  from  sub- 
station to  system  operator's  office.  The 
use  of  these  wires  are:  One  for  opera- 
tion, one  for  indication,  one  for  syn- 
chronizing the  distributors  and  the 
fourth  is  a  common  for  all  three. 

Energy  for  rapid  transit  signals  is 
supplied  from  two  50-kva.,  13,200  to 
600-volt,  25-cycle,  single-phase  trans- 
formers. Only  one  is  being  used  at 
present,  the  other  being  held  as  a  spare. 
The  low-tension  oil  circuit  breaker  on 
the  signals  will  reclose  three  times  in 
case  of  trouble  and  then  lock  out.  The 
supervisory  notifies  system  operator  on 
each  operation  and  finally  that  is 
locked  out.  There  are  about  ten  seconds 
between  first  and  second  reclosing,  and 
twenty  seconds  between  second  and 
third  reclosing.  The  lockout  only 
occurs  in  case  of  three  consecutive 
blowouts  in  a  space  of  about  one 
minute. 

While  this  station  is  completely  auto- 
matic, it  can  be  changed  to  manual 
operation,  even  with  a  complete  failure 
of  all  automatic  devices,  in  a  period  of 
about  two  minutes.  For  the  ultimate 
extension  to  Ashmont,  another  similar 
station  will  be  required  on  Beal  Street 
near  the  Ashmont  station.  The  order 
for  electrical  equipment  has  been  placed. 


New  Features  Embodied  in  Cars  for 
Dorchester  Extension* 

By  E.  p.  Locke 

Engineer  of  Car  Construction  Boston  Elevated  Railway 


PRIOR  to  receipt  of  the  new  cars  for 
the  Dorchester  extension  95  similar 
cars  were  in  use  on  the  Cambridge 
subway.  The  general  arrangement  of 
the  Cambridge  subway  cars  embodies 
longitudinal  seats,  extending  the  full 
length  of  car  at  each  side,  except  at 
door  openings;  three  sliding  doors  on 
each  side  and  a  sliding  door  and  gate 
at  each  end.  The  motorman's  cabs  are 
located  in  the  right-hand  diagonal  cor- 
ners of  the  car.  These  cars  are  69  ft. 
2i  in.  long  over  all,  with  51 -ft.  truck 
centers,  and  9  ft.  6  in.  wide,  and  are 
mounted  on  one  trailer  and  one  motor 
truck.  They  were  purchased  in  three 
lots  and  are  known  as  No.  1,  No.  2  and 
No.  3.  The  60  new  cars  are  designated 
as  No.  4. 

The  design  of  the  No.  4  car,  while  in 
general  the  same  as  the  earlier  cars, 
differs  in  certain  respects:  The  side 
doors  on  the  old  cars  are  arranged  to 
slide  into  pockets  in  the  sides  of  the 
car.  The  No.  1  and  No.  2  cars  have 
wooden  doors,  but  on  the  No.  3  car  they 
are  constructed  of  steel.  All  are  oper- 
ated by  means  of  compressed  air.  On 
the  No.  4  cars  they  are  arranged  to 
slide  on  the  exterior  of  the  car  body, 
are  constructed  of  wood  covered  with 
aluminum,  and  are  actuated  by  means 
of  electric  mechanism.    Provision  is  also 


"Abstract  of  a  paper  read  at  meeting  of 
the  Neiv  England  Street  Railway  Club, 
Boston,  Mass.,  Oct.  27,  1927. 


made  for  hand  operation,  should  that 
necessity  arise. 

The  reasons  for  these  changes  are: 
Saving  in  weight,  original  cost,  and  in 
maintenance  cost,  due  to  the  elimination 
of  the  door  pockets ;  elimination  of  ac- 
cumulation of  snow  in  door  pockets ; 
increase  in  the  inside  width  of  car  for 
passenger  accommodation ;  elimination 
of  unavoidable  waste  of  air  at  door  en- 
gines and  of  cold  weather  troubles  such 
as  slow  door  movement  and  failures  due 
to  freezing  at  valves. 

The  front  edge  of  each  side  door  on 
the  No.  4  car  is  equipped  with  a  wide 
molded  rubber  striker  which  closes 
against  a  flexible  striker  on  the  door 
post,  instead  of  a  single  smaller  bumper 
on  the  door  only,  as  on  the  earlier  cars. 
With  this  arrangement  a  person  may 
easily  withdraw  a  hand  or  foot  without 
injury,  should  either  become  caught 
when  the  door  is  closed. 

The  weight  of  each  side  door,  includ- 
ing hanger  and  fittings,  is  110  lb., 
against  approximately  190  lb.,  the 
weight  of  an  all-steel  door,  a  saving  of 
80  lb.  per  door.  The  total  saving  per 
car,  in  door  weights,  including  side,  end 
and  cab  doors,  is  approximately  640  lb. 

Electric  door  engines  are  located 
under  the  seats  and  have  a  shaft  extend- 
ing through  the  side  of  car.  To  the 
outer  end  of  this  shaft  is  attached  an 
arm  that  engages  in  a  track  on  the  back 
edge  of  the  door.    The  operation  of  the 


doors  is  controlled  by  means  of  push 
button  switches  at  both  ends  of  the  car, 
this  arrangement  being  the  same  on  all 
Cambridge  cars. 

All  end  doors  and  gates  are  inclosed 
in  pockets  in  the  end  of  car,  when  in 
open  position.  On  the  No.  1,  No.  2  and 
No.  3  cars,  the  gate  is  outside  the  door, 
and,  due  to  its  construction,  will  allow 
snow  to  blow  into  the  pocket  to  such  an 
extent  as  to  interfere  with  operation. 
On  the  No.  4  car  this  arrangement  is 
reversed,  i.  e.,  the  door  is  on  the  outside. 
It  is  fitted  with  a  double  weather  strip  at 
the  back  edge,  which,  it  is  believed,  will 
prevent  snow  from  entering  the  pocket 
and  will  also  stop,  to  a  large  extent,  the 
cold  drafts  at  this  point. 

Lightness  Gained  in  Composition 
Flooring 

Combination  of  steel  and  composition 
floors  used  in  this  type  of  car  has,  in 
the  past,  resulted  in  a  weight  varying 
from  8  to  12  lb.  per  square  foot,  depend- 
ing upon  the  material  used.  The  reason 
for  this  is  that  it  has  been  necessary 
to  apply  the  composition  to  a  thickness 
of  1  in.  or  more  to  withstand  the  tend- 
ency toward  cracking,  due  to  vibra- 
tion and  slight  movement  of  the  car 
frame.  Flooring  material  is  now  avail- 
able, however,  which  does  not  require 
the  excessive  thickness  heretofore  neces- 
sary and  which  has  more  or  less  flex- 
ibility to  withstand  the  car  vibrations. 
On  the  No.  4  Cambridge  cars,  the  floor 
composition  was  specified  to  be  laid  to  a 
thickness  of  \  in. 

All  floor  material  is  subject  to  more 
or  less  wear,  and  must,  in  time,  be  re- 
paired. To  repair  the  thick  composition 
floors,  it  has  been  necessary  to  rough  up 
the  old  material,  and,  in  some  cases,  to 
chip  it  out  in  order  to  apply  the  new 
material  in  a  sufficiently  thick  layer  to 
prevent  cracking.  Some  trouble  has 
been  experienced,  also,  in  obtaining  a 
good  bond  between  the  old  and  the  new 
materials.  It  is  expected  that  these 
troubles  have  been  overcome  in  the  ma- 
terial used  in  the  new  Cambridge  cars, 
as  experience  has  shown  that  resurfac- 
ing may  be  done  by  first  cleaning  the 
floor  and  then  applying  the  material  in 
thin  layers  until  the  floor  is  again 
brought  to  its  original  level. 

The  supporting  plates  on  which  this 
material  is  laid  consist  of  two  sheets  of 
No.  22  U.  S.  S.  gage  copper  bearing 
steel  in  which  have  been  pressed  stag- 
gered rows  of  oval  shaped  cones  or  de- 
pressions. Two  such  sheets  are  placed 
together  so  that  the  top  of  the  cones  of 
one  sheet  touch  the  top  of  the  cones  of 
the  other.  The  two  sheets  are  then 
riveted  together  through  the  cones.  This 
results  in  a  structure  |  in.  thick,  the 
surfaces  of  which  are  flat,  except  for  the 
depressions,  and  which  provides  an  air 
space  between  the  sheets  of  approx- 
imately W  in. 

After  they  are  riveted  together,  the 
sheets' are  dipped  in  rust-proofing  paint. 
These  sheets  are  applied  to  the  car  frame 
in  lengths  to  extend  from  side  sill  to  side 
sill  and  30  in.  in  width,  the  frame  being 
designed  so  that  a  supporting  member 
or  a  splice  plate  will  come  under  each 


954 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


joint.  The  joints  are  made  by  inserting 
a  freshly  painted  wood  strip  in  the  edge 
of  one  sheet  and  then  telescoping  the 
adjoining  sheet  into  it. 

Bolts  are  then  inserted  through  the 
sheets,  the  wood  filler  and  splice  plates, 
or  the  supporting  member  of  the  frame. 
Wood  strips  are  also  inserted  at  the 
outside  edges  of  the  sheets  before  they 
are  bolted  to  the  side  sills.  In  this  way 
a  practically  sealed  air  space  is  obtained 
between  the  top  and  bottom  members 
of  the  sheets,  which  serves  as  an  insula- 
tor and  which  should  have  a  tendency 
toward  a  warmer  floor  surface  in  cold 
weather,  and  also  a  tendency  toward 
sound  deadening. 

The  combination  of  the  steel  sheets 
and  the  surfacing  material,  as  applied 
to  the  No.  4  car,  results  in  a  floor  thick- 
ness of  li  in.,  a  in.  of  which  is  dead 
air  space,  and  the  weight  of  which 
is  6  lb.  per  square  foot,  or  a  total  saving 
m  weight  of  approximately  1,300  lb. 
per  car,  when  compared  with  the  8  lb. 
per  square  foot  weight. 

All  Cambridge  subway  cars,  pre- 
vious to  the  No.  4,  have  been  equipped 
with  spring  upholstered  seat  cushions 
and  backs  when  purchased.  In  the  No.  4 
car  these  have  been  displaced  by  wood 
slat  cushions  and  backs  at  a  material 
saving  in  weight  and  a  decided  improve- 
ment from  a  sanitary  and  maintenance 
standpoint. 

The  slats  are  only  i  in.  thick.  Those 
in  the  cushion  are  secured  to  galvanized 
corrugated  iron  sheets,  which  serve  as 
the  supporting  member,  and  at  the  same 
time  meet  the  requirements  as  to  fire 
protection  over  the  heaters  and  other 
electrical  apparatus.  The  backs  consist 
only  of  the  slats,  which  are  attached  to 
■fe-in.  pressed-steel  angles,  bent  to  the 
proper  shape  and  attached  at  top  and 
bottom  ends  to  the  frame.  The  saving 
that  is  made  in  weight  f)er  car  on  this 
item  is  429  lb. 

New  Lighting  Scheme  Employed 

The  appearance  of  the  interior  of  the 
car  is  somewhat  different  from  that  of 
the  older  cars,  due  principally  to  the 
different  lighting  scheme.  Instead  of 
the  old  arrangement  of  three  rows  of 
36-watt  lamps,  without  reflectors,  the 
new  cars  have  ten  94-watt  lamps 
mounted  in  pendent  type,  statuary  bronze 
fixtures  having  glass  reflectors.  These 
are  arranged  in  a  single  row  at  the 
longitudinal  center  line  of  the  car. 
Interspersed  with  these  are  five  emer- 
gency lamps  that  are  also  equipped  with 
glass  reflectors  of  similar  shape,  al- 
though smaller  than  those  of  the  regular 
lamps.  If.  for  any  reason,  the  electric 
current  fails  and  the  94-watt  lamps  are 
cut  out,  the  emergency  lamps  are  auto- 
matically cut  in  through  a  relay,  so  that 
the  car  will  not  be  in  darkness. 

An  improvement  from  the  standpoint 
of  appearance  and  also  with  respect  to 
maintenance  cost  is  the  adoption  of  elec- 
tric tail  lights  in  place  of  the  old-type 
steam  railroad  oil  lamps  that  are  car- 
ried on  brackets  at  the  ends  of  the  cars. 
The  tail  lights  on  the  new  cars  are 
arranged  in  permanent  boxes  con- 
structed in  the  ends  of  the  cars,  only 


the  red  lens  and  lens-retaining  casting 
being  visible  from  the  exterior  of  the 
car.  Each  box  is  equipped  with  one 
36-watt  lamp  for  regular  use  and  with 
one  emergency  battery  lamp.  As  in  the 
case  with  the  interior  lighting,  the  emer- 
gency tail  lamps  come  in  on  loss  of  the 
regular  current,  or  in  case  of  a  failure 
of  one  of  the  regular  36-watt  lamps  in 
this  circuit. 

In  cleaning  windows  considerable 
time  is  lost  in  thoroughly  removing  the 
dirt  from  the  corners  of  the  glass,  and, 
if  care  is  not  exercised,  it  is  apt  to  ac- 
cumulate at  these  points,  resulting  in  an 
unsightly  appearance.  To  overcome  the 
need  for  cleaning  the  corners  and  also 
to  remove  the  unsightly  appearance 
should  dirt  accumulate,  sanitary  corners, 
so  called,  have  been  applied  to  all  sash, 
both  inside  and  outside  the  glass,  except 
at  sash  lifts,  where  they  are  outside 
only.  These  consist  of  thin  pieces  of 
brass   laid   against   the   surface   of  the 


glass  and  flanged  over  the  edges.  They 
are  applied  when  the  sashes  are  glazed 
and  are  held  in  place  by  the  glazing 
rubber. 

In  the  earlier  lots  of  cars  no  provision 
was  made  for  heating  the  motorman's 
cab.  This  has  been  arranged  for  on  the 
No.  4  cars,  however,  by  utilizing  a  por- 
tion of  the  heat  from  one  of  the  regular 
heaters  under  the  longitudinal  seat  ad- 
jacent to  the  cab.  The  top  of  the  heater 
is  perforated,  thus  allowing  the  warm 
air  to  pass  up  through  into  a  duct  which 
carries  it  to  the  cab  partition,  where  it 
enters  the  cab  through  a  grille-covered 
opening.  The  upper  portion  of  the  cab 
partition  contains  a  permanent  wire 
screen,  over  which  may  be  drawn  a  duck 
curtain  to  exclude  light  when  the  cab  is 
used  for  operating  purposes.  This  ar- 
rangement replaces  the  gliding  steel 
panel  used  on  the  earlier  cars,  and  will 
result  in  some  saving  in  maintenance 
cost. 


Frequent,  Thorough  Inspections 
Reduce  Car  Failures* 

By  Henry  Cordell 
Master  Mechanic  Chicago,  North  Shore  &  Milwaukee  Railroad, 
Highwood,  III. 


REGARDLESS  of  what  type  of 
equipment  may  be  purchased  by 
any  system  a  proper  periodical  inspec- 
tion and  overhauling  must  be  carried 
on.  There  is  a  divided  opinion  as  to 
how  and  when  inspection  and  overhaul- 
ing should  be  done.  Some  companies 
inspect  on  a  car  mileage  basis,  others  on 
a  daily  basis,  and  still  others  on  a 
kilowatt-hour  basis.  Each  one  pre- 
sumably is  getting  satisfactory  results. 
On  our  road  we  use  the  mileage  basis, 
inspecting  all  equipment  on  our  rails  on 
a  1.000-mile  basis  and  giving  a  general 
overhauling  every  100,000  miles.  We 
have  found  it  advantageous  also  to  carry 
on  a  daily  terminal  inspection.  An  in- 
spector is  on  duty  to  adjust  brakes, 
change  trolley  poles  and  repair  minor 
defects  that  may  be  found  or  reported  by 
crews  operating  the  train.  Taking  cars 
out  of  service  and  interfering  with 
schedules  is  thereby  avoided. 

With  multiple-unit  interurban  cars 
such  as  we  use  the  control  jumper  plays 
a  vital  part  and  is  given  a  rigid  test 
periodically.  The  transportation  depart- 
ment is  requested  at  the  first  of  each 
month  to  return  to  the  shops  all  jumpers 
for  tests.  Jumpers  tested  and  found  per- 
fect are  painted  a  certain  color.  The 
four  colors  red,  green,  white  and  black 
are  used  each  month  in  turn.  Care- 
ful observation  has  shown  that  after 
four  months  individual  wires  in  the  cable 
begin  to  break  and  that  failures  will 
occur  if  the  jumper  should  be  retained 
in  service.  After  years  of  experiment- 
ing we  adopted  the  following  jumper 
cable  specifications : 

Each     conductor     consists     of     104 


*  Abstract  of  a  paper  presented  at  the 
annual  convention  of  the  Operators'  Sec- 
tion, Iowa  Electric  Railway  Association, 
Davenport,  Iowa,  Nov.  2  and  3,  1927. 


strands  of  No.  32  B.&S.  gage  tinned 
copper  wire  braided  around  a  No.  19 
B.&S.  gage  tinned  steel  piano  wire  cen- 
ter. The  insulation  consists  of  paper 
wrapping,  s'4  in.  of  pure  Para  or  Hevea 
rubber  and  single  soft  cotton  braid.  The 
conductors  are  arranged  around  a  hemp 
center  and  laid  in  a  twist  of  6^  in.  to  1  ft. 
for  inside  conductors  and  one  turn  to  the 
foot  for  outside  conductors.  This  is 
important,  as  we  desire  no  twisting  ac- 
tion when  jumpers  are  made  up  to  a 
length  of  36  in.  The  twelve  cables  are 
finally  covered  with  a  double  braid, 
tightly  woven  and  saturated  with  a 
weatherproof  compound.  The  compound 
used  for  filling  receptacles  or  heads  con- 
sists of  50  per  cent  rosin  and  50  per  cent 
beeswax.  This  mixture  is  a  perfect 
waterproofing  compound  of  high  di- 
electric strength. 

Control  Equipment  Must  Function 

Next  in  order  of  importance  to  keep  a 
train  on  time  is  the  proper  functioning  of 
the  control  apparatus  on  the  car.  Re- 
sistance failures  can  be  reduced  to  a 
minimum  if  the  grids  are  properly  in- 
stalled in  the  first  place  and  a  rigid 
inspection  is  followed.  The  insulation 
between  frames  and  hangers  should  be 
porcelain  spools  over  micarta-insulated 
bolts.  The  grids  should  be  drawn  to- 
gether as  tightly  as  possible.  Burning 
between  grids  is  inexcusable  and  will  not 
occur  with  proper  inspection.  All  ter- 
minals at  junction  boxes,  controllers, 
circuit  breakers,  switches  and  resistance 
should  be  checked  at  every  inspection, 
and  if  found  loose  or  showing  signs  of 
overheating  should  be  taken  care  of 
then.  Switch  parts,  controller  fingers 
and  segments  should  be  renewed  before 
they  are  worn  to  the  extent  where  failure 
mav  occur  while  the  car  is  on  the  road. 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


955 


There  is  no  economy  in  the  "I  guess  that 
one  will  last  another  inspection"  method. 
Serious  delays  to  the  service  are 
caused  by  hot  boxes,  particularly  on 
journal  bearings.  Extremely  hot  or  very 
cold  weather  aggravates  this  kind  of 
trouble,  the  viscosity  of  the  oil  being  the 
determining  factor.  It  is  impossible  to 
change  oil  over  night  to  meet  the  cli- 
matic conditions,  therefore  a  positive 
means  of  getting  oil  to  the  journals  must 
be  provided.  The  capillary  feed  of  wool 
waste  will  not  provide  sufficient  lubrica- 
tion for  much  more  than  2  in.  For 
high-speed  service  we  found  it  necessary 
to  carry  enough  oil  in  the  boxes  to  keep 
well  inside  this  height.  Before  leaving 
terminals  on  very  cold  days,  on  the  first 
trip  out  we  pour  a  small  quantity  of  oil 
along  the  journal  on  top  of  the  waste  so 
that  lubrication  is  provided  until  the 
journal  becomes  warm. 

Be.\ring  Metal  Requires  Careful 
Handling 

Journal  temperature  increases  with 
speed,  and  prolonged  high-speed  run- 
ning brings  the  temperature  up  to  a 
point  where  lubrication  is  difficult. 
Greater  care  should  be  taken  in  babbitt- 
ing journal  bearings  and  in  proper  ma- 
chining, so  that  newly  fitted  bearings 
have  a  contact  surface  sufficiently  large 
to  carry  a  load  not  to  exceed  300  lb.  per 
square  inch  of  projected  bearing  surface. 
Journals  badly  worn,  tapered  or  out  of 
round  cannot  meet  the  requirements  and 
must  be  trued.  This  is  standard  practice 
in  our  shops  when  new  wheels  are  being 
mounted.  We  do  not  permit  axles  to 
remain  in  service  with  a  taper  exceeding 
•h  in.  or  below  \  in.  of  the  original  size. 

Care  should  be  taken  that  the  babbitt 
used  in  bearings  is  not  overheated. 
Most  alloys  used  for  journal  linings 
will  not  give  good  service  if  heated  over 
800  deg.  F.  The  old  pine  stick  for  de- 
termining the  heat  of  molten  babbitt 
should  be  discarded  and  a  pyrometer 
used.  Proper  tinning  is  necessary  to 
obtain  thorough  amalgamation.  We 
have  experimented  with  several  kinds 
of  tinning,  and  find  that  satisfactory 
results  are  obtained  by  using  for  tinning 
the  same  babbitt  that  is  used  for  pour- 
ing, provided  the  proper  temperature  of 
the  shell  is  maintained  and  the  surface  is 
perfectly  clean.  Journal  bearings  are 
made  from  a  composition  of  70  per  cent 
copper,  5  per  cent  tin  and  25  per  cent 
lead.  For  the  other  bearings  we  use 
babbitt  metal  of  89  per  cent  tin,  4  per 
cent  copper  and  7  per  cent  antimony. 

Limit  gages  for  determining  wheel 
flange  wear  are  furnished  the  inspectors 
and  a  close  check  is  kept  on  wheel  con- 
ditions. The  gage  is  made  with  a  gen- 
erous allowance,  so  that  at  all  times 
wheels  are  removed  from  service  for 
turning  before  condemning  limits  are 
reached.  Axles  are  tested  whenever  taken 
out  of  service  by  careful  cleaning  with 
gasoline,  subjecting  them  to  blows  from 
a  12-lb.  sledge  and  observing  under  a 
powerful  magnifying  glass.  The  small- 
est crack  condemns  the  axle.  Only 
hammered,  heat-treated,  steel  axles  are 
used. 

If  air-brake  piping  is  installed  with- 
out   regard    to    proper    clearances,    is 


sprung  into  place  when  connected,  is 
poorly  cleated  or  if  there  is  not  enough 
radiation  allowed  between  compressor 
and  tanks,  you  may  expect  trouble  from 
freeze-ups  and  generally  poor  perform- 
ance. Repair  work  should  be  assigned 
to  men  in  a  separate  department,  as 
nearly  free  from  dust  and  noise  as  pos- 
sible. Local  cleaning  of  triple  valves, 
feed  valves  and  other  apparatus,  except 
brake  cylinders,  should  not  be  done  when 
the  car  is  in  for  inspection.  Enough 
spares  should  be  on  hand  so  that  the  in- 
spector may  install  a  clean,  adjusted  and 
tested  unit.  Home-made  test  racks  may 
answer  the  purpose,  but  for  reliability 
and  accuracy  special  test  racks  should 
be  used.  Dead  weight  testers  for  gages 
should  be  available  so  that  inspectors 
may  check  their  gages  at  frequent  inter- 
vals. Replacement  of  air  hose  should  be 
periodical.  One  year  seems  to  be  the 
natural  life  of  air  brake  hose  but  con- 
ditions may  shorten  it.  Inspectors 
should  use  their  judgment  in  replacing 
and  be  held  responsible  for  road 
failures. 

Preventing  Air  Freeze-Ups 

Freeze-ups  of  radiation  pipe  can  be 
avoided  by  installing  a  safety  valve 
mounted  on  a  pipe  about  18  in.  long  and 
tapped  about  6  or  8  in.  from  the  com- 
pressor head  on  the  discharge  line.  We 
set  this  safety  valve  at  5  lb.  above  the 
pressure  at  the  tank.  We  have  found 
that  the  opening  into  the  tank  is  not 
entirely  closed  when  this  valve  opens 
with  each  stroke  of  the  compressor.  This 
gives  the  operator  ample  warning.  By 
heating  (a  fuse  being  used  at  the  tank) 
the  obstruction  is  quickly  removed.  Not 
a  single  car  equipped  with  this  simple 
device  has  been  taken  out  of  service  in 
several  years. 

Renewal  of  trolley  wheels  or  slides 
should  be  determined  by  limit  gages. 
This  will  effect  a  saving  of  delays  as 
well  as  serious  damage  to  overhead,  due 
to  use  of  wheels  or  shoes  too  deeply 
worn.  Trolley  bases  should  receive  the 
same  attention  as  other  electrical  de- 
vices on  the  cars.  The  spring  tension 
should  be  tested  with  a  dead  weight  and 
a  standard  pressure  adopted.  We  carry 
35  lb.  pressure  against  the  wire.  This 
may  seem  high,  but  it  is  necessary  at 
high  speed  and  on  locomotives  where 
heavy  currents  are  required.  Retrievers 
are  tested  in  a  rack  which  simulates 
road  conditions.  They  are  painted  to 
indicate  the  inspection  date,  as  are  the 
jumpers.  Trolley  bases  are  inspected 
and  painted  in  a  similar  manner.. 

Motor  Leads  Must  Be  Protected 

Motors  give  little  trouble,  but  the 
leads  which  cannot  be  protected  from 
mechanical  injury  by  conduit  are  sub- 
jected to  extremely  hard  usage  and  give 
trouble  unless  properly  located,  properly 
cleated  and  properly  protected.  A  wire 
armor  consisting  of  No.  12  steel  spring 
wire  closely  wound  and  slipjjed  over 
the  motor  leads  will  protect  them 
against  mechanical  injury.  Motor  leads 
should  be  rather  long  to  provide  slack* 
on  sharp  curves  or  in  raising  the  car 
body  for  inspection  and  greasing.  As 
the  cars  come  in  for  the  1,000-mile  in- 


spection a  thorough  examination  is  made 
of  the  hoods,  wire  bands,  brush-holders 
and  commutators,  leads,  lateral  motion, 
bearing  wear,  etc. 

One  of  the  greatest  mistakes  is  to 
allow  temporary  work,  which  if  con- 
tinued will  sooner  or  later  ruin  the  best 
equipment  obtainable.  The  smallest 
crack  in  a  wheel  or  axle  or  part  of  a 
truck  or  brake  rigging,  or  the  slightest 
irregularity  in  the  operation  of  an  elec- 
tric circuit,  invariably  leads  to  serious 
delays,  possible  loss  of  life  and  extended 
damage  to  equipment. 


Southern  Equipment  Men's 
Meeting  at  New  Orleans        J 

NEW  ORLEANS  has  been  chosen 
for  the  next  meeting  of  the  Elec- 
tric Railway  Association  of  Equipment 
Men,  Southern  Properties,  which  will  be 
held  there  on  Jan.  25-27,  1928.  Head- 
quarters will  be  at  the  Roosevelt  Hotel. 


A.I.E.E.  Regional  Meeting 
at  Chicago 

SEVERAL  papers  of  special  interest 
to  electric  railway  men  will  be  pre- 
sented at  the  Great  Lakes  regional  meet- 
ing of  the  American  Institute  of  Elec- 
trical Engineers  to  be  held  at  the  Drake 
Hotel,  Chicago,  111.,  on  Nov.  28-30.  The 
entire  Tuesday  afternoon  session  will  be 
given  over  to  the  subject  of  railway 
electrification  and  industrial  application. 
Bion  J.  Arnold  will  preside.  The  fol- 
lowing are  the  papers  on  railway 
subjects : 

"Illinois  Central  Electric  Operating 
Experiences,"  by  W.  M.  Vandersluis, 
Illinois  Central  Railroad. 

"Operating  Experience  with  125-Ton 
Storage-Battery  Locomotives  in  Chi- 
cago Railroad  Terminals,"  by  Edward 
Taylor,  General   Electric  Company. 

"Operating  Performance  of  Recti- 
fiers," by  Caesar  Antoniono,  Chicago, 
North  Shore  &  Milwaukee  Railroad. 

Other  sessions  at  the  convention  will 
include  a  symposium  on  132-kv.,  single- 
conductor,  lead-covered  cable,  one  on 
power  systems  and  one  on  communica- 
tion. The  Monday  sessions  will  be  de- 
voted to  a  student  convention,  several 
problems  of  design  being  considered. 


British  Standard  Rails 

REVISION  of  the  British  standards 
for  tramway  rails  and  fishplates  has 
been  made  and  the  British  Engineering 
Standards  Association  has  issued  a  re- 
vised edition  of  the  standard  specification 
covering  them.  The  basic  bessemer  proc- 
ess for  the  manufacture  of  the  steel  has 
been  eliminated  in  accordance  with  a  re- 
cent decision  of  the  association.  A  new 
dwarf  rail  section  (No.  10,  95.4  lb.  per 
yard)  has  been  introduced,  intended  for 
carrying  heavy  loads.  Copies  of  the 
specification  may  be  obtained  for  a 
nominal  fee  from  the  association,  28 
Victoria  Street,  Westminster,  London, 
S.  W.  1. 


956 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


1 


American  Association  IHgws 


^^^ 


American  Executive  Committee  Discusses 
Depreciation 


CHIEF  interest  at  a  meeting  of  the 
American  executive  committee  held 
on  Nov.  11  at  association  headquarters, 
centered  in  discussion  of  the  deprecia- 
tion hearings  now  being  held  before  the 
Interstate  Commerce  Commission.  Dr. 
Thomas  Conway,  Jr.,  chairman  of  the 
sub-committee  on  depreciation,  pre- 
sented a  very  clear  picture  of  the  situa- 
tion. He  pointed  out  that  the  Interstate 
Commerce  Commission  interprets  the 
transportation  act  of  1920  as  a  manda- 
tory order  to  formulate  rules  for  depre- 
ciation and  to  prescribe  percentages  of 
depreciation  for  various  classes  of  prop- 
erty involved.  In  1924,  the  commission 
promulgated  a  tentative  order  and  at 
that  time  the  sub-committee  on  deprecia- 
tion was  formed  for  the  purpose  of 
representing  the  electric  railway  indus- 
try. The  final  orders  were  promulgated 
in  1926,  designed  to  cover  conditions  of 
telephone  companies  and  steam  rail- 
roads. A  few  months  later  the  commis- 
sion served  notice  on  the  electric  car- 
riers requiring  them  to  show  cause  why 
a  similar  order  should  not  be  made  to 
apply  to  them. 

If  the  steam  railroad  classification 
were  applied  to  the  electric  railways 
the  provisions  concerning  depreciation 
would.be  detrimental  to  the  interests  of 
the  latter.  First,  it  is  required  that  all 
past  depreciation  be  set  up  on  the  books 
as  a  liability.  The  effect  of  this  order, 
Dr.  Conway  pointed  out,  would  be  to 
wipe  out  the  surplus  of  a  good  many 
companies  and  cause  a  deficit  in  others. 

Secondly,  many  of  the  major  main- 
tenance expenses  such  as  renewal  of 
rails,  ties,  ballast,  special  work,  etc., 
are  transferred  from  operating  accounts 
and  are  to  be  covered  by  three  accounts : 
Depreciation  of  Way  and  Structures, 
Depreciation  of  Equipment  and  De- 
preciation of  Power  Plant.  This  change 
would  have  the  effect  of  destroying 
the  landmarks  which  executives  have 
used  for  years  in  gaging  the  efficiency 
of  their  operation.  It  would  be  im- 
possible to  compare  the  new  operating 
costs  with  those  of  previous  years  be- 
cause of  this  radical  alteration.  More- 
over, it  would  be  required  that  the  com- 
panies set  up  a  definite  amount  for  de- 
preciation each  year  and  divide  it  by  12, 
for  each  month.  The  consequences  of 
that  would  be  that  in  time  of  business 
depression,  when  traffic  falls  off,  it 
would  be  impossible  to  defer  mainte- 
nance and  renewal  programs  for  the 
purpose  of  conserving  the  net  revenue. 
This  again  would  seriously  threaten  the 
financial  status  of  the  electric  railways. 

Thirdly,  it  would  require  that  the  ex- 
ecutives of  the  companies  in  their  annual 
reports  to  the  commission  state  the 
extent  to  which  maintenance  has  been 
deferred  or  neglected  and  swear  to  the 


accuracy  of  the  statement.  Dr.  Conway 
said  that  this  would  be  a  serious  matter 
in  lean  years.  The  information  be- 
comes a  matter  of  public  record  and 
many  people  undoubtedly  would  take 
such  statements  to  the  bankers  and  it 
would  tend  to  impair  credit  and  diminish 
traffic,  because  of  the  feeling  that  the 
railway  was  unsafe  on  account  of  de- 
ferred maintenance. 

The  co-operation  of  the  Investment 
Bankers  Association  has  been  sought  to 
prevent  the  application  by  the  Interstate 
Commerce  Commission  of  these  rulings 
to  the  electric  railways.  It  was  brought 
out  that  approximately  one-third  of  the 
electric  railways  come  under  the  juris- 
diction of  the  Interstate  Commerce 
Commission.  A  more  serious  phase  of 
the  situation,  however,  is  that  the  vari- 
ous state  commissions  probably  would 
follow  the  lead  of  the  I.C.C.  so  that  in 
a  short  time  its  rulings  would  affect  the 
entire  industry. 

The  present  status  of  interstate  bus 
legislation  was  outlined  by  J.  H.  Hanna, 
chairman  of  the  committee  on  national 
relations,  and  L.  S.  Storrs.  The  recom- 
mendation of  the  national  relations  com- 
mittee that  passage  of  the  Denison  bill 
be  favored  was  adopted.  This  differs 
from  the  bill  proposed  by  the  electric 
railways  two  years  ago  only  as  regards 
the  so-called  "grandfather  clause."  It 
does  not  apply  to  automobile  trucks. 

Routine  business  of  the  meeting  in- 
cluded the  reports  of  the  committees  on 
publicity  presented  by  J.  W.  Welsh ; 
membership  by  C.  E.  Morgan;  finance 
by  T.  A.  Kenney  and  convention  loca- 
tion by  Frank  R.  Coates.  It  was 
brought  out  in  the  report  of  the  finance 
committee  that  the  revenues  of  the  asso- 
ciation this  year  are  expected  to  be  sub- 
stantially larger  than  last  year  on  ac- 
count of  the  new  dues.  At  the  same 
time,  the  association  has  taken  over  the 
activities  formerly  sponsored  by  the  Ad- 
visory Council  and  the  expenses  will  be 
correspondingly  increased.  Otherwise, 
no  important  changes  from  the  appro- 
priations of  the  preceding  year  were 
recommended  by  the  committee. 

A  resolution  was  presented  by  W.  H. 
Sawyer  expressing  the  sincere  grief  felt 
by  the  executive  committee  in  the  death 
of  Harry  L.  Brown.  The  vacancy  thus 
created  was  filled  by  the  election  of 
E.  F.  Wickwire,  vice-president  of  the 
Ohio  Brass  Company. 

Plans  of  the  Engineering  Association 
were  touched  upon  briefly  by  R.  H. 
Dalgleish.  He  mentioned  particularly 
the  valuable  results  that  are  being  ob- 
tained by  the  committee  on  welded  rail 
joints.  Edward  Dana  said  that  the 
work  of  the  Transportation  &  Traffic 
Association  for  the  coming  year  is  al- 
ready under  way.    J.  S.  Kubu  presented 


a  resolution  expressing  the  great  in- 
terest of  the  Claims  Association  in  the 
Hoover  Conference  recommendations. 
T.  B.  MacRae  spoke  of  the  necessity  of 
co-ordinating  the  work  of  the  Account- 
ants Association  with  that  of  the  Ameri- 
can Association  in  connection  with  the 
Interstate  Commerce  Commission  classi- 
fication of  accounts. 

Representatives  of  five  state  and  sec- 
tional associations  spoke  briefly.  These 
were  R.  F.  Carbutt,  Metropolitan  Sec- 
tion A.E.R.A. ;  H.  B.  Potter,  Maryland 
Public  Utilities  Association;  W.  R. 
Power,  Kentucky  Utilities  Associa- 
tion; A.  E.  Reynolds,  Missouri  Public 
Utility  Association ;  and  R.  B.  Stearns, 
New  England  Street  Railway  Club.  Mr. 
Stearns  mentioned  the  importance  of 
keeping  the  various  public  utility  infor- 
mation bureaus  out  of  politics. 

Past-President  George  H.  Harries  ex- 
pressed his  interest  in  the  matters  now 
being  discussed  with  the  Interstate 
Commerce  Commission  and  recalled 
some  of  his  own  experiences  along  sim- 
ilar lines  in  previous  years.  A  sugges- 
tion was  made  by  Luke  Bradley  that  a 
half  hour  be  set  aside  at  each  future 
meeting  of  the  executive  committee  for 
a  general  discussion  of  the  state  of  the 
industry. 

Members  present  at  the  meeting 
were:  R.  P.  Stevens,  president;  J.  P. 
Barnes,  J.  H.  Hanna,  C.  E.  Morgan, 
L.  S.  Storrs,  W.  H.  Sawyer,  T.  B.  Mac- 
Rae, J.  S.  Kubu,  R.  H.  Dalgleish,  Ed- 
ward Dana,  G.  A.  Richardson,  T.  A. 
Kenney,  M.  B.  Lambert,  S.  J.  Cots- 
worth,  C.  R.  Ellicott,  L.  C.  Bradley, 
J.  H.  Alexander,  D.  W.  Snyder,  Jr., 
J.  G.  Barry,  J.  R.  Fitzpatrick,  J.  W. 
Welsh,  and  Past-Presidents  F.  R. 
Coates,  J.  N.  Shannahan  and  G.  H. 
Harries. 


New  Association  Members 

ELEVEN  manufacturing  companies 
and  twelve  individuals  were  elected 
to  membership  in  the  American  Electric 
Railway  Association  at  the  meeting  of 
the  executive  committee  held  at  associa- 
tion headquarters  Nov.  11.  Eleven  of 
the  new  individual  members  are  affili- 
ated with  the  Engineering  Association 
and  one  with  the  Transportation  & 
Traffic  Association.  A  list  of  the  new 
company  members  follows : 

Air-O-Pure  Company,  Cleveland,  Ohio. 

Ajax  Manufacturing  Company,  Newton- 
ville,  Mass. 

American  Wicker  Works,  Minneapolis, 
Minn. 

Asbestos  Spinning  &  Weaving  Company, 
New  York,  N.  Y. 

Fraser  Electric  Transmission  Corpora- 
tion, Cleveland,  Ohio. 

Highway  Trailer  Company,  Edgerton, 
Wis. 

McGill  Metal  Company,  Valparaiso,  Ind. 

Moccasin  Bushing  Company,  Chatta- 
nooga, Tenn. 

Page  Steel  &  Wire  Company,  Bridge- 
port, Conn. 

L.  Schiavone  &  Bonomo  Brothers,  Jer- 
sey City,  N.  J. 

Special  Bolt  Machinery  Corporation, 
New  York,  N.  Y. 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


Further  Delay  in  Detroit 

Jitney  operators  there  made  final  move  to 

secure  review  of  order  removing 

them  from  streets 

FURTHER  delay  has  been  won  by 
Detroit  jitney  operators  in  their 
fight  against  being  ousted  from  the  main 
thoroughfares  of  Detroit  in  accordance 
with  a  city  ordinance,  the  validity  of 
which  has  been  upheld  by  the  Michigan 
Supreme  Court.  The  United  States 
Supreme  Court  recently  dismissed  the 
appeal  made  by  counsel  for  the  jitney 
drivers'  associations,  stating  that  no 
federal  question  was  involved.  This 
action  was  popularly  regarded  as  ending 
the  jitney  fight.  The  controversy  was, 
however,  reopened  on  Oct.  26  when  the 
State  Supreme  Court  granted  Edward 
N.  Barnard,  counsel  for  the  jitney 
drivers'  associations,  seven  days'  time 
in  which  to  prepare  a  brief  in  support  of 
a  motion  for  rehearing  on  the  case  de- 
cided previously  by  that  court  in  July, 
1926.  Mr.  Barnard's  brief  has  been 
filed  with  the  court. 

Jitneys  Likely  to  Operate 
Until  December 

This  action  by  the  State  Supreme 
Court  will  probably  result  in  the  jitneys 
operating  unmolested  on  the  streets  of 
Detroit  until  some  time"  in  December. 
According  to  a  statement  by  Corpora- 
tion Counsel  Charles  P.  O'Neil,  it  is 
possible  for  the  court  to  get  around  to 
a  decision  within  the  next  two  or  three 
weeks,  and  if  it  does  the  new  move  by 
the  jitney  drivers  will  not  delay  the 
banishing  of  the  vehicles  from  the 
streets  because  it  will  take  that  long  for 
the  order  of  the  Supreme  Court  to  come 
down. 

Mr.  Barnard  contends  that  the  U.  S. 
Supreme  Court  order  merely  held  that 
there  was  no  federal  question  involved. 
He  further  contended  that  the  state 
court  can  reopen  the  case  if  it  desires. 
In  support  of  his  motion,  Mr.  Barnard 
pleaded  that  the  case  is  an  unusual  one 
in  view  of  the  public  interest  in  the  liti- 
gation and  the  importance  that  attaches 
to  it.  He  submitted  that  the  state  court, 
in  exercise  of  sound  discretion  and  in 
order  that  justice  may  be  served,  should 
reopen  the  controversy.  He  cited  cer- 
tain alleged  cases  where  such  procedure 
had  been  followed  "in  the  interest  of 
substantial  justice." 

The  motion  for  a  rehearing  was  based 
upon  the  fact  that  while  the  U.  S. 
Supreme  Court  recently  denied  the  at- 
tempt to  have  the  jitney  ordinance 
declared  class  legislation  and  unconsti- 
tutional, the  opinion  stated  that  while 
the  court  lacked  jurisdiction  to  act, 
sufficient  evidence  had  been  presented  to 
make  the  matter  one  of  which  the  State 
Supreme  Court  might  take  cognizance. 

Mr.  O'Neil,  Corporation  Counsel, 
stated  that  no  new  question  had  been 


raised  by  Mr.  Barnard  in  his  new  motion 
and  that  everything  he  contends  has 
already  been  decided  by  the  court.  Mr. 
Barnard  and  Mr.  O'Neil  have  both 
signed  a  stipulation  that  there  will  be  no 
oral  arguments  at  the  new  hearing  be- 
fore the  State  Supreme  Court.  At  the 
end  of  the  seven-day  period  allowed  for 
filing  briefs  the  court  will  have  ad- 
journed its  sessions,  not  to  convene 
again  until  after  Dec.  15. 


Staten  Island  Municipal  Trolleys 
to  Be  Sold 

With  the  announcement  on  Nov.  16 
that  the  city  will  sell  at  auction  the 
53  dilapidated  trolley  cars  it  formerly 


operated  on  Staten  Island,  the  Walker 
administration  prepared  to  write  the 
final  chapter  in  the  story  of  the  Hylan 
administration's  Richmond  enterprise. 
The  trolleys  are  to  be  sold  at  auction 
in  the  Municipal  Building  on  Dec.  5. 
When  operation  of  the  system  was  sus- 
pended last  July  most  of  the  cars  were 
literally  falling  apart.  Service  stopped 
when  the  Staten  Island  Edison  Com- 
pany refused  to  furnish  power  because 
the  city  had  declined  to  pay  bills 
already  submitted.  Meanwhile  buses 
under  private  operation  have  replaced 
the  cars.  The  railway  system  was  taken 
over  by  the  Hylan  administration  when 
the  railway  refused  to  operate  any 
longer  at  a  5-cent  fare.  Included  in 
the  sale  will  be  seven  trackless  trolleys. 


Rapid  Transit  Moves  in  Chicago 

New  subway  draft  ready  for  consideration  in  Chicago  as 

Aldermen  return  from  subway  study  in  Europe. 

Traction  enabling  bills  advanced 


PLANS  for  a  comprehensive  system 
of  subways  incorporating  the  best 
features  of  all  other  transit  tubes  and 
adequately  providing  for  the  downtown 
district  at  its  maximum  development 
were  again  brought  to  light  in  Chicago 
when  a  report  based  on  recommenda- 
tions made  a  year  ago  by  the  Citizens' 
Advisory  Subway  Commission  was  sub- 
mitted to  the  City  Council  local  trans- 
portation committee  on  Nov.  14  by 
Major  R.  F.  Kelker,  Jr.,  city  engineer. 
A  committee  of  Aldermen,  armed  with 
the  new  subway  specifications,  left  Chi- 
cago on  Nov.  16  for  New  York,  where 
they  will  meet  and  discuss  the  draft 
with  Michael  J.  Faherty,  president  of 
the  Board  of  Local  Improvements,  who 
returned  from  Europe  on  Nov.  18  after 
completing  a  six  weeks  study  of  the 
subways  of  several  foreign  cities. 

The  latest  project  provides  for  a 
tube  or  "lower  level  street"  under 
State  Street,  linking  with  the  elevated 
lines  on  the  north  at  North  Avenue 
and  with  the  south  side  branch  of  the 
"L"  at  Sixteenth  Street.  Between  Ran- 
dolph and  Polk  Streets,  in  and  adjacent 
to  the  Loop  district,  there  would  be 
four  tracks,  with  two  tracks  at  the 
extremities  of  the  line.  Adjacent  sub- 
way systems  for  both  elevated  and  sur- 
face lines,  it  is  proposed  under  the 
plan,  are  to  be  constructed  after  the 
completion  of  the  State  Street  tube. 
Those  for  the  elevated  lines  include 
underground  tracks  in  Wells,  Clark 
and  Dearborn  Streets  running  from 
Chicago  Avenue,  eight  blocks  north 
of  the  Loop,  south  through  the  Loop 
district  to  Polk  Street  and  connecting 
with  existing  and  projected  main  lines 
at  either  end.     The  Wells   Street  sub- 


way ^would  connect  with  the  north  side 
and  south  side  elevated  lines,  while  the 
bore  in  Clark  Street  would  connect  at 
Chicago  Avenue  and  Polk  Street  with 
projected  northwest  and  southwest  ex- 
tensions of  the  present  elevated  system. 
The  existing  elevated  loop,  the  struc- 
ture of  which  now  theoretically  con- 
fines Chicago's  downtown  business  dis- 
trict, would  be  eliminated  and  rapid 
transit  trains  now  entering  the  Loop 
from  the  west  side  over  the  Metropoli- 
tan and  Lake  Street  elevated  struc- 
tures would  operate  through  subways 
under  Van  Buren  Street,  Wabash 
Avenue  and  Lake  Street.  These  last- 
named  tubes  would  be  built  on  a  dif- 
ferent level  to  eliminate  underground 
grade  crossings  with  the  north  and 
south  lines  in  Wells,  Clark,  Dearborn 
and  State   Streets. 

Horseshoe  Tubes  for  Surface  Cars 

The  subways  for  the  Surface  Lines 
cars  would  consist  of  two  horseshoe 
systems  leading  from  the  west  side, 
under  the  Chicago  River  to  the  Loop 
and  back  again.  A  straight  tube  is 
planned  from  the  Loop  end  of  the  pres- 
ent LaSalle  Street  tunnel  under  the 
river  to  an  undetermined  point  south 
of  the  downtown  district.  The  Wash- 
ington and  Van  Buren  Streets  tunnels 
of  the  Chicago  Surface  Lines  would  be 
utilized  for  one  of  the  horseshoe  sys- 
tems and  two  new  tunnels  under  the 
river  at  Madison  and  Adams  would  be 
constructed  for  the  other  system. 

The  station  platforms  in  the  State 
Street  subway,  which  it  is  proposed  to 
build  first,  would  be  520  ft.  long  and 
18  ft.  wide.  They  would  be  placed 
every  two  blocks  in  what  is  now  the 


958 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


Loop  district.  Outside  that  area,  they 
would  be  built  at  Roosevelt  Road,  Polk 
Street,  Ohio  Street,  Chicago  Avenue, 
Division  Street  and  North  Avenue. 

Although  the  new  plans  follow  in  a 
general  way  the  recommendations  of 
the  subway  advisory  commission,  one 
outstanding  difference  is  in  the  length 
of  the  proposed  State  Street  tube. 
Major  Kelker  proposes  that  the  sys- 
tem end  at  North  Avenue  and  Sixteenth 
Street,  which  would  make  it  eight 
blocks  longer  than  the  unit  with  ter- 
minals at  Chicago  Avenue  and  Roose- 
velt Road  suggested  by  the  commission. 

Twice  as  many  passengers  as  are 
now  brought  in  and  out  of  the  Loop 
district  by  the  elevated  lines,  or  a  total 
of  136,000  riders  an  hour,  could  be 
handled  by  the  proposed  systems,  ac- 
cording to  Major  Kelker.  They  would 
have  an  aggregate  capacity  of  45  eight- 
car  trains  in  each  direction  per  hour. 
This  would  probably  be  adequate,  the 
Major  believes,  for  downtown  develop- 
ment just  twice  that  now  existing. 

Announcement  of  the  new  subway 
plans  on  Nov.  14  accompanied  the 
news  that  the  City  Council  transporta- 
tion sub-committee  had  given  final 
approval  to  four  of  the  five  traction 
enabling  bills  and  formally  recommended 
them  to  the  full  local  transportation 
committee.  One  of  these  bills  provides 
for  the  consolidation  of  elevated,  street 
car  and  bus  lines,  another  for  a  local 


regulatory  commission,  a  third  permits 
the  city  to  issue  indeterminate  permits 
and  the  fourth  for  a  fixed-term  fran- 
chise for  a  period  not  to  exceed  40 
years.  The  committee's  decision  to 
set  a  limit  of  40  years  was  reached 
early  this  week  after  objections  had 
been  raised  to  its  original  action  in 
removing  all  time  limits.  Under  the 
terms  of  bill  No.  3,  the  city  would  have 
the  option  of  granting  an  indeterminate 
permit  or  a  40-year  franchise. 

The  fifth  bill  dealing  with  subways 
still  is  unfinished  and  was  taken  to 
New  York  by  the  aldermanic  committee 
along  with  the  Kelker  subway  draft, 
so  that  any  ideas  that  may  have  been 
gathered  in  Europe  by  Mr.  Faherty 
may  be  incorporated  in  the  bill.  De- 
bate centering  around  a  proposal  to 
amend  this  bill  to  give  the  City  Council 
instead  of  the  Board  of  Local  Improve- 
ments sole  right  to  initiate  construction 
is  another  factor  which  may  indefinitely 
delay  approval  of  the  bill. 

All  but  the  subway  bill  are  expected 
to  be  presented  to  the  full  committee 
on  local  transportation  on  Nov.  22. 
Should  they  receive  the  approval  of  the 
Aldermen  at  that  time  they  are  sub- 
sequently to  be  submitted  to  the  rail- 
way companies  for  inspection.  When 
all  differences  have  been  settled  it  is 
planned  to  ask  Governor  Small  to  call 
a  special  session  of  the  Legislature  so 
that  the  bills  may  be  enacted  into  laws. 


Contract  Suggestions  and 
Recommendations  in  Philadelphia 

Expert  Bibbins  advises  agreement  for  Broad  Street  operation  only. 

Mayor  asks  Council  for  quick  action.     Dr.  Snow 

advises  ^77,000,000  expenditure 


MAYOR  KENDRICK  of  Philadel- 
phia on  Nov.  10  submitted  to  City 
Council  a  form  of  agreement,  prepared 
by  J.  Rowland  Bibbins,  for  operation  of 
the  city-owned  Broad  Street  subway  by 
the  Philadelphia  Rapid  Transit  Com- 
pany. The  proposed  agreement,  to- 
gether with  a  report  by  Mr.  Bibbins  and 
a  message  from  Mayor  Kendrick,  was 
referred  by  City  Council  to  its  commit- 
tee on  transportation  and  public  utilities. 

According  to  Mr.  Bibbins'  plan,  it 
seems,  the  Philadelphia  Rapid  Transit 
Company  would  become,  not  a  lessee  of 
the  Broad  Street  subway,  but  rather, 
as  it  were,  a  city  employee,  whose  com- 
pensation for  operating  the  line  would 
be  3  per  cent  of  the  net  earnings, 
roughly  $75,000  a  year.  It  is  also  pro- 
posed in  Mr.  Bibbins'  plan  to  limit  the 
term  of  the  agreement  to  about  8^  years, 
thereby  making  it  coterminous  with  the 
Frankford  elevated  railway  agreement. 

The  summary  as  incorporated  in  the 
report  follows: 

1.  Recommended:  An  operating  agree- 
ment on  the  contingent  return  plan:  city 
high-speed  lines  to  be  operated  by  P.R.T. 
as  part  of  a  city-wide  transit  system  with 
co-ordinated  feeders  and  the  same  fares, 
interline  transfers  -and  exchanges. 

2.  City  has  assumed  the  full  financial 
burden    of    providing    new    rapid    transit. 


hence  it  should  receive  the  net  revenues 
from  city  lines  to  support  its  investment. 
Under  existing  circumstances  this  will  yield 
maximum  city  return. 

3.  Capital,  revenues  and  operating  ex- 
penses of  the  city  lines  to  be  kept  separate 
and  under  continuous  supervision  of  an 
experienced  board  of  control,  with  appro- 
priate city  and  company  participation.  Su- 
pervision is  essential  to  the  success  of  the 
contingent  return  plan,  as  a  safeguard  to 
the  city's  interests. 

4.  Estimated  Broad  Street  subway  earn- 
ings under  this  agreement  are  about  $2,- 
500.000  net  for  1929,  first  year  of  full 
operation,  or  about  2.8  per  cent  on  the  total 
cost,  $89,000,000,  leaving  about  the  same 
amount  to  be  paid,  at  the  start,  out  of  taxa- 
tion. 

5.  Broad  Street  subway  is  strategically 
located  on  the  city's  main  traffic  artery. 
North  Philadelphia  already  holds  over  half 
the  city's  population  and  is  growing  in 
population  and  housing  more  rapidly  than 
any  other  district.  Nearly  700,000  people, 
or  two-thirds  of  this  district  population, 
live  within  the  time-saving  zone  of  influence 
of  this  subway  and  its  feeder  lines. 

6.  P.R.T.  revenue  has  increased  nearly 
$8,000,000,  or  18  per  cent,  in  the  two  years 
following  the  last  fare  raise,  and  total 
traffic  in  1926  was  the  highest  in  the  his- 
tory of  the  company,,  also  revenue  traffic 
(excepting  post-war  peak  year.  1920.) 

7.  Company  is  relieved  of  financial  re- 
sponsibility of  building  and  operating  city 


lines  and,  as  the  city's  operator,   receives 
compensation  commensurate  with  the  mag- 
nitude of  such  operations. 

8.  The  trial  term  ends  in  1936,  the  city 
then  having  right  to  review  and  termina- 
tion ;  likewise  every  fourth  year  thereafter. 
Term  of  agreement  ends  1957. 

9.  Extensions  covered  during  the  trial 
term  relate  only  to  those  authorized  by 
referendum,  i.e..  Broad  Street  terminals 
and  Walnut- Darby  lines ;  other  desired  ex- 
tensions to  be  included  by  mutual  agree- 
ment. 

10.  Recommended :  Frankford  elevated 
lease,  under  existing,  practical  conditions, 
may  stand  as  it  is,  separate  from  the  Broad 
Street  agreement,  but  if  by  mutual  agree- 
ment it  can  be  made  fully  coterminous 
therewith,  including  right  of  review,  this 
should  be  done  so  that  some  of  its  minor 
features  may  later  be  clarified.  The  non- 
standard track  gage  and  size  of  cars  and 
the  physical  connection  with  Market  Street 
indicate  the  reasonableness  of  this  course. 

In  a  450-page  report  filed  at  Harris- 
burg,  Pa.,  on  Nov.  15,  following  an 
exhaustive  survey  of  the  Philadelphia 
transit  needs.  Dr.  F.  Herbert  Snow, 
chief  engineer  of  the  Public  Service 
Commission,  recommended  the  expen- 
diture of  $77,995,000  by  that  city  to 
improve  rapid  transit  facilities.  Dr. 
Snow's  investigation  was  beg^n  in 
January. 

Construction  of  a  double-deck  high- 
way on  Chestnut  Street,  one  of  the 
principal  shopping  thoroughfares,  by 
building  underground  side  passage- 
ways at  a  cost  of  $5,000,000  along  the 
projected  subway,  was  one  of  the  en- 
gineer's recommendations.  He  sug- 
gested that  this  subway  should  be 
extended  westward  under  the  Schuyl- 
kill River  to  about  37th  Street,  and 
that  surface  railway  lines  should  be 
placed  underground  on  both  Chestnut 
and  Walnut  Streets. 

Addition  of  100  cars  to  the  Market 
Street  -  Frankford  subways  -  elevated 
lines,  construction  of  an  underground 
pedestrian  concourse  around  the  City 
Hall,  and  elimination  of  parking  in  the 
center  of  the  city  were  urged. 


Strong  Bid  for  Business  by 
Akron-Cleveland  Cars 

On  Nov.  1  the  running  time  of  inter- 
urban  electric  cars  of  the  Northern  Ohio 
Power  &  Light  Company  was  reduced 
to  an  hour  and  a  quarter  between  Akron 
and  Cleveland.  Just  one  hour  and  fif- 
teen minutes  from  the  Akron  terminal 
to  the  downtown  district — -Ninth  and 
Prospect — Cleveland.  The  company 
points  out  that  under  the  crowded  con- 
ditions of  the  highways  between  Akron 
and  Cleveland  it  is  practically  impossible 
to  make  the  trip  by  auto  in  that  time. 

Limited  cars  leave  the  Akron  Ter- 
minal station  hourly  at  ten  minutes  past 
the  hour  every  day  in  the  year.  Most 
of  the  equipment  in  service  is  of  the 
parlor  car  type.  An  appeal  by  the  com- 
pany to  the  public  says : 

You  may  read  or  smoke  in  comfort  from 
one  end  of  the  journey  to  the  other — and 
the  trip  costs  but  $1  each  way. 

The  safe  way  to  go — millions  of  miles 
operated  without  injury  to  a  single  pas- 
senger 1 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


959 


Abandonment  Impends 

Threatening  situation  in  Schuylkill  County 
over  wage  and  one-man  car  dispute. 
Cotnpany  unable  to  meet  obligations 

RECEIVERS  Shay  and  Evans  have 
announced  that  they  will  operate 
the  cars  of  the  Schu3'kill  Railway  as 
soon  as  the  men  come  back  to  run  them ; 
that  unless  public  sentiment  puts  an  end 
to  the  strike  the  trolley  service  will 
stop — not  for  a  few  weeks  but  for  all 
time.  In  such  language  were  the  workers 
and  the  business  people  of  Schuykill 
County  advised  of  the  present  status  of 
affairs  in  the  cities  of  Pottsville,  Frack- 
ville,  Shenandoah,  Girardville,  Mahanoy 
City  and  Ashland,  Pa.,  beginning  with  a 
wage  dispute,  leading  to  a  walkout  of 
the  men  on  Oct.  1  and  resulting,  in  the 
opinion  of  the  receivers,  in  the  probable 
cessation  of  service  in  the  northern  half 
of  Schuylkill  County. 

Depression  in  the  anthracite  field,  loss 
of  traffic  and  resulting  loss  in  revenue 
have  played  their  parts  in  the  financial 
and  operating  breakdown  of  the  Schuyl- 
kill Railway,  which  was  trying,  it 
claimed,  to  pay  a  superfluous  number  of 
men  an  impossible  wage.  In  1924  an 
arbitration  board  awarded  the  trolley 
men  an  increase  of  from  55  cents  an 
hour  to  63  cents,  a  wage  the  receivers 
.said  did  not  take  into  consideration 
their  ability  to  pay.  The  following  year 
the  revenue  of  the  company  dropped 
$100,000.  When  things  began  to  look 
pretty  somber  the  company  asked  the 
men  to  help  by  accepting  a  slight  cut  in 
their  wages  and  to  operate  one-man 
cars.  The  men  refused  to  consider 
these  changes  and  voted  to  turn  the 
request  down  flat.  Later,  after  petition- 
ing the  Public  Service  Commission,  per- 
mission was  granted  the  company  to 
abandon  two-man  operation  and  adopt 
one-man  operation  provided  the  cars 
were  equipped  with  safety  devices. 
Cars  ,so  equipped  have  passed  inspection 
and  have  been  approved  by  the  commis- 
sion's engineers. 

The  closing  of  the  books  for  the  six 
months  ended  June  30,  1927,  showed 
that  the  company  had  failed  to  make 
operating  expenses.  Accordingly  on 
Aug.  1  the  company  again  gave  notice 
to  the  men  of  its  desire  to  amend  its 
contract  with  them  by  cutting  out  the 
provision  that  all  cars  must  be  operated 
by  two  men  and  by  establishing  the 
Pottsville  wage  rate,  which  was  2  cents 
an  hour  less  than  that  fixed  by  the 
arbitration  board  in  1924.  The' local 
countered  by  demanding  an  increase  in 
wages  from  63  cents  to  70  cents  and 
other  concessions  that  meant  more 
money. 

Receivership  quickly  followed  the  com- 
pany's default  on  its  bond  interest  with 
an  order  to  the  receivers  to  operate  the 
company  for  six  months  and  report  to 
the  court  wfiether  the  company  could 
continue  thereafter  to  give  service  to 
the  people.  Later  a  labor  representative 
m  conference  with  the  companv  intimated 
the  possibility  that  the  men  might  con- 
cede the  company's  risrht  to  run  one- 
man  cars  if  a  wage  of  70  cents  an  hour 


were  paid  for  that  service.  This  pro- 
posal and  that  of  arbitration  the  re- 
ceivers were  forced  to  reject. 

The  receivers  state  that  they  have  rea- 
son to  believe  that  those  trolley  men 
whose  seniority  will  entitle  them  to  the 
operation  of  the  one-man  cars  opposed 
the  strike  and  are  willing  to  work  on 
the  Pottsville  rate,  but  that  they  were 
outvoted  by  the  junior  men.  They 
also  think  that  if  they  can  effect  the 
desired  economy  of  operating  one-man 
cars  at  the  same  wage  rate  as  prevails 
on  other  connected  railway  operations 
in  the  territory  there  is  reasonable  hope 
that  under  the  protection  of  the  court 
they  will  be  able  to  "reinstate  the  com- 
pany on  a  continuous  operating  basis." 


Accomplishments  in  Kansas  City 

Explained 

Public  opinion  as  expressed  by  the 
newspapers  and  business  interests  in 
Kansas  City,  Mo.,  seems  to  regard  the 
changes  in  the  organization  of  the  Kan- 
sas City  Public  Service  Company  more 
favorably  since  the  election  of  Kansas 
City  men  to  the  directorate.  Sentiment 
was  against  the  resignation  of  W.  G. 
Woolfolk  as  president  before  the  meet- 
ing held  recently,  there  being  some  fear 
that  the  promises  made. to  the  public  of 
the  city  while  Mr.  Woolfolk  was  in 
charge  might  not  be  carried  out.  The 
public  seems  reassured,  however,  by  the 
brief  statement  issued  by  the  board  of  di- 
rectors after  the  recent  meeting  in  which 
it  was  said  that  "it  has  been  ordered  by 
the  board  that  budgets  and  plans  for  the 
1928  improvement  program  be  prepared 
by  the  ofiicials  of  the  company  in  col- 


For  the  "Eighty  Per  Cent" 

WHEN  the  Philadelphia  Rapid 
Transit  Company,  as  it  does 
in  the  circulars  now  being  distrib- 
uted, pleads  for  a  square  deal  for 
the  80  per  cent  of  the  population 
using  the  street  cars,  the  elevated 
and  the  subway  trains,  it  is  saying  a 
word  for  "number  one"  at  the  same 
time.  But  the  interests  of  rider  and 
company  are  identical  in  this  case, 
as  the  causes  which  work  delay  to 
the  cars  operate  to  the  serious  dis- 
advantage of  both.  In  pointing  out 
in  graphic  form  to  the  car  riders 
the  many  reasons  for  the  interrup- 
tion of  service  that  are  wholly  be- 
yond the  control  of  the  P.R.T.  man- 
agement, the  company  is  waging  a 
useful  educational  campaign.  It  is 
human  nature  to  "damn  the  transit 
company"  when  the  cars  are  de- 
layed or  run  in  bunches  or  are  des- 
perately overcrowded.  But  at  the 
same  time  it  is  onlv  fair  to  remem- 
ber that  these  delays  affect  the 
revenues  of  the  company  as  well  as 
cause  inconvenience  to  the  public 
and  that  it  is  to  the  company's  in- 
terest to  run  its  cars  as  regularly 
as  possible.  —  Philadelphia  Public 
Ledger. 


laboration  with  William  G.  Woolfolk's 
organization  with  a  view  to  expediting 
the  program  as  much  as  possible."  The 
new  board  is  to  meet  monthly,  a  new 
practice  in  the  functioning  of  Kansas 
City  railways. 

Mr.  Woolfolk,  retiring  president,  an- 
nounced that  the  company's  officials, 
directors  and  owners  could  count  on  his 
co-operation  and  advice  whenever  asked. 
Mr.  Newman,  in  a  formal  statement  to 
the  press,  reiterated  his  viewpoint  that 
the  principal  object  of  the  railway  was 
to  give  service,  good  service,  to  the  pub- 
lic; the  whole  organization,  from  the 
employees  up  to  the  president  and 
owners,  is  to  make  this  its  objective. 

While  the  railway  was  committed  to 
expend  $6,600,000  by  its  franchise  over 
a  three-year  period,  the  Woolfolk 
organization  encompassed  about  $3,- 
000,000  in  new  work  in  a  year.  About 
$1,250,000  went  into  almost  27  miles 
new  track,  $1,000,000  went  into  rehab- 
ilitation and  modernization  of  street 
cars,  coupled  with  the  installation  of 
one-man  operating  features,  and  $250,- 
000  went  into  the  rehabilitation  of  the 
Eighth  Street  tunnel,  with  a  new  ap- 
proach, and  the  Mill  Creek  parkway 
viaduct. 


Market  Street  Property 
Purchase  Recommended 

Purchase  of  the  Market  Street  Rail- 
way lines  by  the  city  of  San  Francisco, 
Cal.,  for  $20,000,000  is  advocated  in  a 
voluminous  report  to  the  Board  of  Su- 
pervisors by  Delos  F.  Wilcox.  Pur- 
chase of  the  California  Cable  System 
for  $1,000,000  also  is  recommended. 

The  report  shows  that  if  the  railway 
declines  the  offer  of  the  city  it  may  be 
compelled,  when  franchises  begin  to 
expire  at  the  end  of  1929,  to  rip  up 
tracks  and  repave  scores  of  miles  of 
city  streets.  Dr.  Wilcox  declares  that 
the  Market  Street  Railway  at  the  pres- 
ent time  is  running  about  $650,000  a 
year  short  of  a  7  per  cent  return  on 
$26,000,000  on  47  lines.  Only  twelve 
lines  and  three  cable  lines  are  earning 
7  per  cent.  Elimination  of  non-paying 
lines  and  drastic  economies  are  neces- 
sary, he  claims,  in  order  to  keep  the 
basic  fare  at  5  cents,  warning  being 
given  that  the  city  must  not  be  too  con- 
fident of  defraying  the  purchase  cost 
out  of  earnings.  Retention  by  the  city 
of  expert  engineering  advisers  to  study 
the  consolidation  problem  also  is  urged. 

In  arriving  at  the  $20,000,000  figure, 
Mr.  Wilcox  believes  that  the  Market 
Street  lines,  as  they  exist  today,  have 
depreciated  30  per  cent  and  the  com- 
pany's franchises  are  worth  nothing  to 
the  city  in  money;  also  miles  of  present 
trackage  should  be  scrapped  and  the 
repaying,  in  the  event  of  purchase  of 
the  lines,  should  be  done  by  the  city. 
Assailing  the  suggestion  of  the  com- 
pany that  some  of  its  major  franchises 
will  not  expire  until  1932,  Mr.  Wilcox 
declares  that  the  city  should  not  con- 
template competitive  operation  after 
1929  on  "fag  ends  of  routes." 


960 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


Fare  Innovations  in  Oakland 

Commission   order  stresses   need   for   rates 

to  enable  company  to  meet 

auto  competition 

MARKING  a  distinct  innovation  in 
the  fixing  of  fares  for  an  electric 
railway,  the  Railroad  Commission  of 
California  on  Nov.  11  issued  an  order 
to  the  Key  System  Transit  Company  to 
establish  an  experimental  5-cent  basic 
fare  in  the  East  Bay  district. 

As  indicated  briefly  in  the  Electric 
Railway  Journal  for  Nov.  12  the  fare 
plan  provided  for  in  this  decision  fixes 
a  5-cent  ride  at  all  times  within  a  cen- 
tral area  bounded  approximately  by  40th 
Street,  Moss  Avenue,  Excelsior  Boule- 
vard, Chicago  Avenue,  Eighth  Avenue 
and  the  Oakland  waterfront.  Also  a 
5-cent  ride  in  the  area  lying  between  the 
central  district  and  the  county  line  on 
the  north,  San  Leandro  on  the  east  and 
Alameda  on  the  west  is  provided.  The 
commission's  order  was  issued  as  the 
result  of  a  series  of  hearings  conducted 
by  Commissioner  Clyde  L.  Seavey  and 
investigation  by  the  Engineering  De- 
partment of  the  commission. 

Perhaps  the  most  unusual  feature  of 
the  decision  is  the  provision  that  during 
the  off-peak  hours  between  9  a.m.  and 
4:30  p.m.  a  "bargain"  5-cent  fare  will 
be  in  effect  between  all  points  inside  the 
larger  area  in  which  a  7-cent  fare  is  now 
charged. 

In  order  to  give  the  regfular  rider  the 
advantage  of  a  low  fare  in  the  entire 
present  7-cent  area,  a  weekly  pass,  good 
for  an  unlimited  number  of  rides  during 
the  week  in  which  it  is  sold,  is  ordered 
to  be  sold  for  $1.  This  weekly  pass  will 
be  transferable  and  good  for  the  use  of 
the  holder.  The  principle  underlying 
this  experiment  recognizes  the  necessity 
of  providing  attractive  rates  by  which 
the  public  is  encouraged  to  make  more 
use  of  street  car  transportation  during 
off-peak  hours  and  to  enable  the  com- 
pany better  to  meet  the  competition  of 
the  privately  owned  automobile. 

The  commission  finds  that  one  of  the 
contributing  factors  to  the  decline  of 
railway  patronage  is  lack  of  comfort, 
which  is  combined  with  slow  speeds 
and  other  similar  features.  It  is  expected 
that  the  company  will  take  advantage  of 
these  experimental  fares,  combined  with 
a  program  of  distinct  improvements  in 
the  service  and  an  application  of  aggres- 
sive merchandising  methods  greatly  to 
augment  patronage. 

The  commission's  engineers  have  esti- 
mated that  the  rates  ordered  will 
actually  decrease  the  company's  revenue 
nearly  $400,000  a  year  as  applied  to  the 
present  riders,  but  they  point  out  that  if 
the  reduced  fares  proposed  will  double 
off-peak  patronage,  the  company  can  be 
placed  upon  a  paying  basis.  The  effect 
upon  the  existing  riders  is  stated  by  the 
engineers  to  be  as  follows: 

A  reduction  from  7  cents  to  5  cents  cash 
for  70  per  cent  of  the  riders,  a  reduction 
from  7  cents  to  less  than  5  cents  on  the 
average  for  18  per  cent  of  the  riders  (this 
being  the  number  that  it  is  expected  will 
make  use  of  the  weekly  ticket)  and  an  in- 
crease from  7  cents  to  10  cents  for  12  per 


cent  of  tlie  long-haul  riders  using  peak-hour 
facilities. 

On  transbay  fares,  the  order  provides 
for  a  reduction  in  the  one-way  fare  to 
20  cents  and  an  increase  in  the  monthly 
commutation  ticket  to  $6.  A  new  form 
of  ticket  is  ordered  to  be  sold  at  $5.50, 
good  for  weekday  riders  only. 

As  a  basis  for  fixing  the  rates,  the 
commission  made  a  finding  of  value  of 
the  Key  System  Transit  Company's 
properties  of  $29,101,063.  This  com- 
pares with  the  company's  claimed  value 
of  $32,123,362. 

The  commission  also  found  that  the 
Key  System  Transit  Company  should 
have  its  net  income  increased  approxi- 
mately $1,000,000,  holds  to  the  opinion 
that  nearly  half  of  this  additional  amount 
can  be  obtained  through  operating  econ- 
omies. 

♦ 

Five-Cent  Shuttle  Line  in 
Seattle 

A  5-cent  fare  is  schedulfd  to  go  into 
effect  on  the  municipal  railway  system 
in  the  downtown  district  ot  Seattle, 
Wash.  The  City  Council  utilities  com- 
mittee approved  the  plan  of  D.  W.  Hen- 
derson, superintendent  of  railways,  for 
operation  of  shuttle  cars  between  Jack- 
son Street  and  Virginia  Street,  on  First, 
Second  and  Third  Avenues,  during  the 
off-peak  period  each  day,  the  hours  be- 
tween 9  a.m.  and  4  p.m.  The  plan  is  to 
be  tried  for  two  months  in  the  belief 
that  it  may  induce  people  having  short 
trips  to  make  through  the  business  dis- 
trict to  use  street  cars  instead  of  walk- 
ing. The  5-cent  fare  will  hold  only  on 
these  shuttle  cars,  and  will  not  entitle 
the  passenger  to  a  transfer.  The  cars 
will  operate  up  First  Avenue  to  Vir- 
ginia and  back  on  Second  Avenue  to 
Jackson  and  up  Second  Avenue  to  Pike 


One  of  a  Series  of  Ads  with 
Strong  Rider  Appeal 


Street  and  back  on  Third  Avenue.  The 
cars  on  which  the  5-cent  fare  applies 
will  be  designated  by  special  signs. 


We  Can  Save  You 
Money  Every  Day! 

YOUR  automobil?  is  a  very  dednble  conven* 
ience  to  have.  However,  if  you  are  driving  it 
to  the  office  every  day,  or  to  your  ^hoppiog,  at  a 
coet  of  at  least  ten  cenU  a  mile,  we  can  save  mouey 
for  you. 

BV  u«ing  the  vtreef  car  you  can  make  llie  whole 
trip  for  a  few  cents.  A  weekly  pa«&  for  $1.2S  will 
permit  you  to  ride  the  cars  as  often  as  you  wish  for  a 
period  of  seven  days.  Five  tc^ens  may  be  purrfaa<cd 
for  35  cents,  and  school  tickets  may  be  bought  in 
eiripe  of  ten  for  40  cents. 

T^IS  little  detail  of  saving  a  bit  eacb  day  u  ihe 
whole  basis  of  tlirift  and  the  beginning  of  that 
independence  we  are  all  hoping  to  feel  later  in  life. 

WHEN  you  ride  the  street  cars,  you  are  prac- 
ticing thrift  in  the  most  syMeinatic  way,  be- 
cause it  insures  you  a  D.AILY  SAVINGS  for  your 
bank  account. 


appreciate  yoiir  patronage  and  again  offer 
our  service  lo  save  you  money. 


I  Jacksonville  Traction 

COMPANY 


I.P     INGLC, 


Litigation  in  Seattle  Ended 

Handing  down  two  decisions.  Judge 
Frank  S.  Dietrich  of  the  United  States 
Circuit  Court  of  Appeals  on  Nov.  11 
dismissed  litigation  involving  the  Seattle 
Municipal  Railway  system,  Seattle, 
Wash.  Both  suits,  in  which  the  city  of 
Seattle  appeared  as  the  defendant,  were 
the  outgrowth  of  the  situation  which 
developed  last  January  when  the  Seattle 
railway  system  went  on  a  warrant  pay- 
ing basis  and  funds  were  transferred  to 
New  York  to  meet  bond  obligations. 

In  the  first  suit,  that  brought  by  the 
Puget  Sound  Power  &  Light  Company 
against  the  city  of  Seattle,  the  "specific 
performance"  case  was  dismissed  when 
Judge  Dietrich  sustained  the  motion  of 
the  city.  In  dismissing  the  action. 
Judge  Dietrich  declared  that  there  was 
"no  averment  that  the  city  is  wasting 
or  mismanaging  the  railway  property  or 
applying  or  threatening  to  apply  any 
of  the  gross  revenues  of  the  system  to 
any  purpose  other  than  payment  of  out- 
standing bonds  and  operation  and  main- 
tenance." John  G.  Von  Herberg,  who 
had  appeared  in  the  suit,  had  contended 
that  the  exjJenses  of  operation  and  main- 
tenance of  the  system  had  a  prior  lien  on 
all  gross  revenues.  This  contention  was 
not  sustained. 

Judge  Dietrich  at  the  same  time  re- 
fused to  take  heed  of  the  demand  of  the 
Puget  Sound  Power  &  Light  Company 
that  it  lay  down  a  specific  rule  whereby 
the  city  should  every  day  set  aside  a 
certain  portion  of  the  receipts  to  meet 
the  bond  requirement.  If  the  city  has 
the  right,  the  court  held,  it  also  has  the 
right  to  set  aside  the  necessary  funds  in 
a  lump  sum.  "The  court  cannot  attempt 
to  impose  a  specific  rule,"  it  held.  This 
action   was   dismissed   with   prejudice. 

The  second  case,  that  of  John  G.  Von 
Herberg  against  the  city  of  Seattle,  is 
one  in  which  the  Puget  Sound  company 
was  made  a  cross-defendant  along  with 
Mr.  Von  Herberg.  This  suit  was 
started  by  Mr.  Von  Herberg  in  the  state 
court  to  enjoin  the  city  from  transfer- 
ring funds  to  New  York  until  after  it 
had  paid  outstanding  warrants  for  op- 
eration expenses.  The  case  was  re- 
moved to  the  federal  court.  Attorneys 
for  Mr.  Von  Herberg  sought  to  have 
it  returned  to  the  state  court  for  trial. 
A  motion  for  dismissal  made  by  the 
Puget  Sound  Power  Company  and  the 
city  was  sustained. 


A  promise  from  Jacksonville 


Route  Changes  in  Pine  Bluff 

During  these  autumn  months  rerout- 
ing has  been  in  force  on  the  lines  of  the 
Arkansas  Power  &  Light  Company  in 
Pine  Bluff.  Ark.  The  changes  will 
make  it  unnecessary  for  passengers  to 
embark  and  disembark  in  an  unprotected 
zone  and  will  enable  the  company  to 
give  more  satisfactory  service.  This 
it  is  trying  to  do,  as  evidenced  by  its 
motto,  "Helping  Build  Arkansas." 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


961 


Cleveland  Appears  to  Face 
Fare  Increase 

An  increase  in  fares  to  8  cents  ap- 
pears to  be  presaged  by  the  announce- 
ment of  Paul  E.  Wilson,  vice-president 
of  the  Cleveland  Railway,  Cleveland, 
Ohio,  that  an  unprecedented  drop  in 
October  car  riding  was  expected  to 
throw  the  company's  interest  fund  below 
$500,000.  Dropping  of  the  interest 
fund,  or  fare  barometer,  below  the 
$500,000  mark  is  prima  facie  evidence, 
Mr.  Wilson  said,  that  a  fare  increase 
is  needed. 

Figures  on  the  company's  income  for 
September  will  be  released  at  the 
monthly  board  of  directors'  meeting 
and  will  show  according  to  Mr.  Wilson, 
that  the  interest  fund  was  still  above 
the  $500,000  mark  at  the  end  of  that 
month,  although  it  decreased  from  $540-, 
000  during  September. 

The  usual  fall  increase  in  passengers, 
however,  has  failed  to  materialize  so 
far,  Mr.  Wilson  said,  and  indications 
are  that  October  will  be  no  better  from 
a  financial  standpoint  than  the  preceding 
month.     He  is  reported  to  have  said: 

While  the  fact  that  the  interest  fund 
drops  below  $500,000  is  evidence  "on  its 
face"  that  a  fare  increase  is  needed,  it  is 
not  any  assurance  that  a  raise  will  be  made. 
The  trend  of  car  riding  may  be  in  an  up- 
ward direction  before  long,  in  which  case 
fare  might  not  be  raised. 


Is  Lord  Ashfield  Spoofing 
Big  Bill? 

A  London  dispatch  says  that  despite 
the  anti-British  sentiment  of  Mayor 
Thompson  of  Chicago,  Lord  Ashfield, 
head  of  the  London  Underground  sys- 
tem, has  accepted  the  invitation  to  attend 
the  opening  of  Chicago's  subways  and 
will  be  among  the  guests  to  make  the 
first  official  trip  through  the  system. 


Cheap  Sunday  Rides  In 

San  Francisco 

A  new  bargain  in  the  form  of  a  24- 
hour  ride  on  Sundays  for  20  cents  is 
being  offered  by  the  Market  Street  Rail- 
way, San  Francisco,  Cal.,  on  its  city 
lines.  Tickets  will  be  accepted  in  lieu  of 
nickels  on  most  all  car  lines. 


Transport  Survey  in 
Grand  Rapids  Shopping  District 

To  determine  the  actual  number  of 
downtown  store  patrons  who  are  using 
the  automobile  in  Grand  Rapids,  Mich., 
as  a  means  of  transportation  to  the  loop 
or  business  district,  James  Sinke,  Direc- 
tor of  Public  Safety,  and  the  Grand 
Rapids  Association  of  Commerce,  with 
the  co-operation  of  sixteen  of  the  lead- 
ing stores,  started  a  survey  on  Nov.  14, 
vvith  Miss  Inez  Miller  of  the  Associa- 
tion of  Commerce  in  charge.  This  is 
the  first  survey  of  the  character  to  be 
made  in  Grand  Rapids  since  the  traffic 
congestion  caused  by  autos  has  become 
acute  and  is  expected  to  result  in  the 


electric  railway  receiving  more  con- 
sideration in  dealing  with  traffic  issues 
and  conditions,  where  heretofore  atten- 
tion has  practically  been  centered  wholly 
in  meeting  the  needs  of  the  autos. 

Every  service  to  shoppers  in  the  busi- 
ness district  is  represented,  so  the  survey 
will  not  only  be  far  reaching,  but  it  is 
hoped  convincing.  In  each  of  the  stores 
represented  employees  specially  desig- 
nated will  have  charge  of  the  ballot 
boxes  and  ballots,  counting  these  ballots 
hourly  and  totaling  them  daily  for  a 
period  of  one  week  during  the  campaign. 
Customers  to  the  stores  will  be  asked  to 
designate  by  their  ballots  how  they  came 
to  the  store,  by  auto,  taxi,  by  street  car 
or  on  foot. 


Convincing  Proof  that 
"It's  Great  to  Be  a  Georgian" 

Impressive,  indeed,  is  the  1927-1928 
year  book  of  the  Georgia  Power  Com- 
pany, Atlanta,  Ga.,  presented  as  the 
company  says,  "to  tell  briefly  the  story 
of  the  company,  and  also  to  furnish 
information  about  the  state's  agricul- 
tural, industrial,  educational,  climatic 
and  other  advantages." 

This  is  too  modest  a  statement  by 
far.  The  booklet,  one  of  54  pages,  is 
beautifully  done  in  colors.  Many  of 
the  reproductions,  especially  that  of  the 
Blue  Ridge  scene  at  Lake  Tugalo,  de- 
serve a  permanent  place  in  the  library 
of  the  collector  of  prints. 

The  subjects  covered  by  the  contents 
are  listed  in  the  following  order:  His- 
tory, hydro-electric  properties,  inter- 
connecting power  system,  other  proper- 
ties, industrial  map  of  Georgia,  terri- 
tory served,  recent  improvements, 
Georgia's  resources,  labor,  education 
and  recreation,  and  the  new  South. 

The  Georgia  Power  Company,  oper- 
ating company  for  the  Georgia  prop- 
erties of  the  Southeastern  Power  & 
Light  Company,  really  is  a  recent  en- 
terprise. Included  in  the  group  con- 
solidated to  form  the  new  company 
were  the  Athens  Railway  &  Electric 
Company,  Georgia  Railway  &  Electric 
Company,  Georgia  Railway  &  Power 
Company,  East  Georgia  Power  Com- 
pany, Rome  Railway  &  Light  Company 
and  the  constituent  Georgia  Power 
Company,  the  last  named  including 
properties  formerly  belonging  to  the 
Athens  Gas,  Light  &  Fuel  Company, 
Georgia  Southern  Power  Company, 
Georgia  Utilities  Company,  and  Mill- 
edgeville   Lighting   Company. 

The  story  of  the  new  company's  con- 
stituent properties  is  a  history  of  three- 
quarters  of  a  century  of  progress  in 
rendering  public  utility  service,  includ- 
ing railway  service,  to  Georgia,  which 
has  reached  a  new  peak  in  the  forma- 
tion of  the  Georgia  Power  Company. 

As  a  handbook  the  new  volume 
would  appear  to  be  indispensable  to 
editors  and  others  interested  in  having 
at  their  command  a  source  book  of  re- 
liable information.  Moreover,  the  pub- 
lication carries  conviction  that  the 
phrase  is  well  deserved  which  pro- 
claims :  "It's  Great  to  Be  a  Georgian." 


Closer  Co-operation  of  Steam 
and  Electrics  Urged 

The  Indiana  State  Chamber  of  Com- 
merce, following  a  meeting  of  the  traffic 
managers  of  60  of  Indiana's  largest  fac- 
tories recently,  issued  a  statement  in 
which  the  chamber  advocates  more  phys- 
ical connections  between  the  electric 
and  the  steam  roads  of  Indiana.  John  E. 
Frederick,  Kokomo,  president  of  the 
state  chamber  and  a  big  shipper,  said 
the  interchange  of  freight  not  only  would 
aid  the  electric  lines,  but,  with  a  lower 
freight  rate,  would  bring  new  industries 
to  the  state,  thereby  providing  the  rail- 
roads with  increased  business  in  Indiana. 
He  said : 

Unfortunately  in  most  instances  the  elec- 
tric lines  paralleled  the  steam  roads  and  for 
a  time  thrived  on  the  passenger  end  of  the 
business,  which  in  the  beginning  was  the 
sole  source  of  revenue.  With  advent  of  the 
automobile  and  bus,  the  passenger  business 
for  the  most  part  has  been  diverted  to 
these  other  two  agencies.  Prepared  only 
for  short  hauls,  little  attention  was  paid  to 
the  revenues  that  might  be  derived  from 
freight. 

The  freight  and  traffic  committee  was 
asked  to  pass  upon  exhibits  that  will  be 
offered  before  the  Interstate  Commerce 
Commission  in  the  Western  class  rate 
case  by  the  chamber.  The  case,  as 
viewed  by  Indiana  shippers,  is  one  of  the 
most  important  of  the  year. 


Extension  of  One-Man  Car 
Service  in  Memphis 

One-man  cars  are  now  operated  on 
all  Memphis,  Tenn.,  lines,  with  the  ex- 
ception of  the  Wellington  Street  line, 
it  is  announced  by  the  Memphis  Street 
Railway.  The  cars  have  been  installed 
gradually  so  that  the  elaboration  of  the 
service  has  made  it  unnecessary  to 
curtail  the  force  of  trainmen  in  the 
employ  of  the  company. 
♦ 

Advertising  Campaign 
in  Portland 

For  the  past  six  weeks  the  Portland 
Electric  Power  Company,  Portland, 
Ore.,  has  been  reaching  its  patrons 
through  an  educational  and  good  will 
advertising  campaign  conducted  in  the 
newspapers  and  displayed  in  all  cars. 
The  messages  tell  the  safety  record  of 
the  company  and  give  some  of  the 
operating  statistics.  Other  ads  discuss 
parking,  the  private  car  and  the  bus 
service  supplied  by  the  railway.  Still 
others  stress  the  service  slogan  of  the 
employees. 

The  layouts  of  the  advertisements 
are  striking  and  their  messages  appeal- 
ing. This  advertising  is  definitely  tied 
around  the  celebration  of  the  past 
twenty  years  of  service  of  the  Portland 
Electric  Power  Company.  Copy  ap- 
pears once  a  week,  alternating  in  Port- 
land's four  principal  dailies,  thus 
getting  the  company  on  the  map  four 
times  every  seven  days  and  reaching 
thereby  every  one  who  reads  a  news- 
paper. 


962 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


Detroit  Traffic  Survey  Presented 

Detroit  has  the  traffic  survey  for 
which  the  city  paid  $30,000  or  more. 
The  engineering  force  operating  under 
Arthur  T.  Waterfall,  third  deputy  police 
commissioner  in  charge  of  traffic,  has 
completed  its  study  and  submitted  its 
findings  to  the  Common  Council. 
Numerous  suggestions  have  been  made 
to  improve  the  present  congestion.  Some 
of  these  have  been  placed  in  effect.  The 
express  service  on  Jefferson  Avenue  is 
one  of  the  suggestions  made  by  the  en- 
gineers. 

The  proper  use  of  alleys  for  traffic, 
illumination,  street  widening,  right  and 
left  turns,  one-way  traffic  and  a  number 
of  other  important  subjects  are  fully 
covered  by  the  report  and  suggestions. 
All  of  those  subjects  directly  affect  taxes 
and  the  accessibility  of  places  of  busi- 
ness throughout  the  city  and  in  con- 
sequence, says  the  Detroitcr,  published 
by  the  Detroit  Board  of  Commerce,  the 
business  men  are  deeply  interested  in 
what  use  will  be  made  of  the  report, 
"now  that  we  have  it." 

A  committee  of  the  Detroit  Automo- 
bile Club,  the  appropriate  body  to  as- 
sume the  task,  has  taken  up  a  study  of 
the  report.  Acknowledging  this  com- 
mittee's leadership  in  this  effort  the 
Board  of  Commerce  is  firmly  in  support 
of  its  work  and  stands  prepared  to  co- 
operate to  the  utmost. 


its  equipment,  as  outlined  by  the  man- 
agement last  spring  following  the  read- 
justment of  fares.  Plans  and  specifica- 
tions of  these  cars  are  shown  on  page 
969  of  this  issue. 


Relieving  Traffic  in 
Salt  Lake  City 

The  Utah  Light  &  Traction  Company, 
Salt  Lake  City,  Utah,  has  installed  the 
system  of  double  berthing,  double  load- 
ing and  double  dispatching  its  cars  at 
each  intersection  on  Main  and  State 
Streets,  between  Fifth  South  and  South 
Temple  Streets.  This  eliminates  the 
old  plan  of  one  car  at  a  time  being 
loaded  at  intersections.  By  loading  two 
cars  at  a  time  it  has  also  done  much  to 
speed  up  auto  traffic  through  the  city. 
Police  officials  and  officers  of  the  rail- 
way declare  that  this  is  the  biggest  sin- 
gle move  to  relieve  Salt  Lake  City's 
congestion  that  has  been  made  for  a 
number  of  vears. 


Houston  Parades  Old  and 
New  Equipment 

In  a  gala  parade  through  the  city 
streets  the  various  stages  of  advance- 
ment made  by  the  Houston  Electric 
Company,  Houston,  Tex.,  were  shown 
on  the  occasion  of  the  arrival  of  twenty 
new  street  cars  and  two  new  buses.  A 
reconstructed  mule  car  led  the  pro- 
cession, followed  by  dinky  cars  and 
other  models  which  came  into  use  as 
improvements  were  made  in  street  car 
construction,  and  finally  ten  of  the  new 
cars,  which  represent  the  last  word  in 
electric  railway  equipment. 

The  twenty  new  street  cars,  in  con- 
nection with  the  two  new  buses,  rep- 
resent an  outlay  of  about  $380,000  and 
constitute  the  first  move  of  the  Hous- 
ton Electric  Company  in  rehabilitating 


Baltimore  Fare  Hearings 

to  Be  Resumed 

Hearings  on  the  application  of  the 
United  Railways  &  Electric  Company, 
Baltimore,  for  authority  to  increase  the 
fare  from  7i  to  10  cents  will  be  resumed 
by  the  Maryland  Public  Service  Com- 
mission on  Nov.  21.  The  hearing  was 
to  have  been  resumed  on  Nov.  15,  but 
there  was  delay  in  the  preparation  of 
exhibits.  The  United  has  completed  its 
evidence. 


Electrification  Report  Denied 

Reports  originating  in  Wall  Street 
that  the  Pennsylvania  Railroad  had 
completed  plans  for  the  electrification 
of  its  lines  between  Pittsburgh  and 
Altoona  have  been  denied  by  President 
W.  W.  Atterbury.     He  said: 

There  is  no  truth  whatever  in  the  report. 
We  have  no  such  plans  under  consideration. 

Press  dispatches  from  Pittsburgh  had 
made  it  appear  that  plans  for  electrifi- 
cation of  the  Pennsylvania  Railroad  be- 
tween Pittsburgh  and  Altoona  had  been 
completed  and  that  inquiries  for  elec- 
trical equipment  had  been  given  to 
leading  electrical  manufacturers.  It  was 
said  650  locomotives  would  be  required. 
The  report  that  has  now  been  denied 
said: 

Heavy  grades  over  this  section  have  al- 
ways been  a  serious  operating  problem 
which  makes  electrification  advisable.  En- 
gineers have  been  studying  the  project  for 
more  than  a  year. 


Free  Rides  in  Logansport 

"Keep  Your  Fares"  was  the  slogan  of 
conductors  of  the  Indiana  Service  Cor- 
poration in  Logansport,  Ind.,  when  the 
Wiler  &  Wise  store  leased  the  entire  car 
service  from  8  o'clock  to  10  on  the 
morning  of  Nov.  2.  The  public  was 
invited  to  ride  the  cars  free  so  that  all 
might  attend  the  Wiler  &  Wise  anni- 
versary sale  and  so  that  people  would 
not  have  the  burden  of  parking  their 
cars.  The  cars  carried  signs  advising 
the  public  of  the  plan  and  also  advertis- 
ing the  Wiler  &  Wise  sale. 


Weekly  Passes  Proposed  for 
Halifax 

The  application  of  the  Nova  Scotia 
Tramways  &  Power  Company,  Halifax, 
to  the  Board  of  Public  Utilities  to  do 
away  with  the  monthly  permit  system, 
under  which  a  passenger,  for  $1,  pays 
5  cents  per  ride  for  a  month  and  to 
substitute  therefore  a  weekly  pass  sys- 
tem whereby  the  payment  of  $1.50  would 
entitle  the  holder  to  ride  as  often  as  he 
likes  that  week  without  further  pay- 
ments, is  before  the  Utilities  Board. 


Hocker  Line  Receives  Help 

That  real  progress  in  the  reorganiza- 
tion and  rehabilitation  of  the  Hocker 
interurban  line,  serving  the  Merriam- 
Shawnee  suburban  district,  is  being 
made  was  indicated  on  Nov.  9  when 
Herman  Sonken  asked  Powell  C. 
Groner,  president  of  the  Kansas  City 
Public  Service  Company,  to  leave  rolling 
stock  to  the  road.  Mr.  Groner  assured 
Mr.  Sonken  that  the  Kansas  City  Public 
Service  Company  would  co-operate  in 
every  way  and  agreed  to  lease  cars  to 
the  suburban  line. 

Mr.  Sonken  of  Sonken  &  Galamba 
purchased  the  Kansas  City,  Lawrence 
&  Topeka  Electric  Railroad  at  a  re- 
ceiver's sale  for  $20,000.  Since  the  sale, 
former  patrons  of  the  line  have  realized 
its  value.  Now  W.  K.  Paul,  former 
general  manager  of  the  line,  is  attempt- 
ing to  finance  its  rehabilitation  by  float- 
ing a  $65,000  municipal  aid  bond  issue 
for  the  road. 

Mr.  Sonken  said  his  firm  would  wait 
for  its  $20,000  until  the  road  was  able  to 
earn  money  and  pay  it.  The  committee 
that  is  seeking  to  restore  service  over 
the  road  has  an  engineer  at  work  sur- 
veying possible  freight  business. 


Franchises  to  Be  Offered  for  Sale 

in  Richmond,  Cal. 

Three  electric  railway  franchises 
which  were  applied  for  by  the  Key  Sys- 
tem Transit  Company,  Oakland,  Cal., 
for  operation  in  Richmond  will  be  ad- 
vertised for  sale  and  let  to  the  highest 
bidder  on  the  night  of  Nov.  28.  The 
franchises  are  to  run  for  a  period  of 
50  vears. 


Appearance  Appeal  in 
Washington 

To  compete  with  the  brilliant  colors 
with  which  automobiles  are  now  being 
adorned  the  Washing^ton  Railway  & 
Electric  Company,  Washington.  D.  C, 
has  decided  on  some  material  changes 
regarding  its  own  color  scheme.  As  an 
experiment,  a  two-man  car  operated  on 
the  line  of  densest  traffic  has  been  decked 
out  in  dark  red  and  cream  as  a  departure 
from  the  standard  "Pullman"  green. 

The  red  has  been  used  on  the  side 
panels  below  the  belt  rail  and  the  cream 
above  the  belt  rail,  creating  a  streamline 
appearance,  while  on  the  interior  the 
ceiling  and  dash  have  been  white  enam- 
eled. This  car  has  been  operated  only 
a  short  time  in  its  new  colors,  but  it  has 
attracted  much  attention  and  a  score  or 
more  letters  have  been  received  compli- 
menting the  company  on  the  idea. 

The  company  is  now  considering 
whether  it  would  not  enhance  the  at- 
tractiveness of  the  cars  and  assist  in 
identifying  the  various  lines  to  use  dif- 
ferent color  schemes  on  the  different 
routes.  A  start  already  has  been  made 
in  this  direction  by  varying  the  colors 
of  one-man  cars.  These  present  an  at- 
tractive appearance  with  a  dark  blue 
base  and  cream  upper  structure.  The 
buses  are  also  arrayed  in  cream  and  blue. 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


963 


Recent  Bus  Developments     f 

fV^^  111 


Express  Experiment  in  Detroit 
to  Be  Applied  Liberally 

A  tentative  plan  for  extending  the  ex- 
press system  to  make  it  general  for  the 
principal    lines  of  the   Detroit   Depart- 
ment of  Street  Railways  has  been  an- 
nounced by  Del  A.  Smith,  general  man- 
ager of  the  department.     The  proposed 
plan  provides  for  using  the  present  car 
and   bus    equipment   with    additions    in- 
stead of  substitutes.     The  general  man- 
ager, the  announcement  states,  believes 
that  the  program,  if  adopted,  will  help  to 
solve  Detroit's  transportation  needs.    It 
is    estimated    that    the    expenditure    of 
$6,000,000   devoted   mostly    to   building 
new  tracks,  would  provide  a  means  of 
taking  care  of  a  population  of  4,000,000. 
It  is  cited  that  the  existing  express 
service  on  Jefferson  Avenue  shows  what 
can  be  done  on  other  lines.     Referring 
to  the  newly  inaugurated  express  service 
on  Jefferson  .Avenue,  Mr.  Smith  pointed 
out  that  the  department's  buses  take  care 
of  local   passengers.     This  enables  the 
street    cars    to    increase   their    running 
speed  to  18  m.p.h.    Thus  in  making  the 
express  service  general  throughout  the 
city,    Detroit   could   approximate   rapid 
transit  on  the  surface  and  avoid  the  ex- 
pense of  building  elevateds  or  subways. 

The  plan  would  do  away  with  the  ne- 
cessity of  patrons  on  the  express  lines 
walking  one  or  two  blocks  to  the  near- 
est street  car  stop.  The  buses  operated 
in  conjunction  with  express  cars  as  they 
are  now  operated  on  Jefferson  Avenue 
would  pick  up  passengers  at  the  first 
corner.  The  announcement  states  that 
the  new  plan  could  be  fully  installed 
within  three  or  four  years  to  include  bus 
service  and  express  service  on  twenty  or 
more  lines,  covering  such  main  arteries 
as  Woodward  Avenue,  Grand  River 
Avenue,  Gratiot  Avenue,  Fort  Street, 
Mack  Avenue  and  the  crosstown  lines. 
The  present  routes  in  most  cases  would 
be  extended  to  the  city  limits. 

Express  service  is  to  be  started  on 
Grand  River  Avenue  within  the  next 
rnonth  or  six  weeks.  The  Grand  River 
line  is  a  part  of  the  former  Jefferson- 
Grand  River  line,  which  was  divided 
when  express  service  was  started  on 
Jefferson  Avenue. 


A  similar  petition  was  filed  with  the 
commission  last  winter  by  the  Sandston 
company,  but  was  finally  withdrawn  by 
the  applicant  on  March  2,  1927.  The 
Sandston  company  wants  to  operate  a 
bus  line  connecting  with  its  electric  line 
at  Seven  Pines.  No  charge  is  to  be 
made  for  transfers  from  the  electric 
cars  to  buses,  and  vice  versa.  Oliver  J. 
Sands,  president  of  the  American  Na- 
tional Bank  &  Trust  Company,  Rich- 
mond, is  president  of  the  railway. 


No  Authority  to  Regulate 
Springfield,  Mo.,  Buses 

The  application  of  the  Springfield 
Traction  Company  for  an  increase  in 
rates  for  buses  operated  in  Springfield, 
Mo.,  was  dismissed  by  the  Missouri 
Public  Service  Commission  on  Nov.  4, 
on  the  grounds  that  the  state  commission 
was  without  authority  to  regulate  the 
rates  of  bus  companies  operated  within 
a  municipality.  Buses  are  used  to  sup- 
plement electric  railway  service. 

The  ruling  has  been  interpreted  to 
mean  that  St.  Louis  will  have  exclusive 
jurisdiction  over  the  rates,  service  and 
routes  of  the  People's  Motorbus  Com- 
pany and  the  St.  Louis  Bus  Company, 
an  auxiliary  of  the  United  Railways. 
The  state  commission  did  claim  exclu- 
sive jurisdiction  over  bus  lines  using 
state  highways  which  merely  have 
terminals  or  a  minor  part  of  theis- 
routes  within  a  city. 


Richmond-Seven  Pines  Line 
Seeks  Permit 

The  Sandston  Electric  Railway  has 
applied  to  the  Virginia  State  Corpora- 
tion Commission  for  permission  to  op- 
erate buses  between  Richmond  and 
Seven  Pines,  via  Williamsburg  Road. 
The  case  was  set  to  be  heard  on  Nov. 
16,  but  the  taking  of  testimony  has 
been  postponed  until  Jan.  17.  The 
application  is  opposed  by  the  Virginia 
Electric  &  Power  Company  and  the 
Peninsula  Transit  Corporation,  both  of 
which  operate  transportation  lines  along 
the  Williamsburg  Road. 


Bus  Substitution  Between 
Moline  and  Davenport 

In  a  permit  just  granted  by  the 
United  States  government  a  motor 
coach  service  operating  across  Rock 
Island  Arsenal  between  Moline  and 
Davenport  will  be  substituted  for  the 
present  arsenal  stub  car  line.  The  new 
service,  to  be  installed  by  the  Tri-City 
Railway,  will  go  into  effect  about 
Dec.  1,  when  the  equipment,  now  being 
built,  will  be  ready  for  delivery. 

Under  the  new  arrangement  special 
fares  have  been  established.  The  pres- 
ent tripper  service  by  railway  in  the 
morning  and  noon  hours  on  Saturday 
and  in  the  morning  and  evening  hours 
on  other  weekdays  to  serve  arsenal 
workmen  will  be  continued  as  at  pres- 
ent with  no  change  in  fare  rates.  All 
track  connections  and  facilities  will  be 
kept  in  serviceable  condition  so  that  at 
any  future  time  when  the  work  at  the 
arsenal  requires,  additional  rail  service 
can  be  introduced  as  considered  neces- 
sary by  arsenal  authorities. 

It  is  stipulated  in  the  permit  issued 
by  the  federal  authorities  that  the 
service  shall  be  in  accordance  with 
rules  and  regulations  established  by  the 
commanding  officer  and  that  coaches 
and  equipment  be  subject  to  his  in- 
spection at  all  times. 


Hearing  on  New  York  Bus 
Petition  Nov.  22 

Discussion  of  the  financial  plans  of 
the  Equitable  Coach  Company,  New 
York  City,  was  renewed  after  it  was 
announced  at  a  Transit  Commission 
hearing  on  Nov.  11,  with  Commissioner 
Leon  G.  Godley  presiding,  that  Godfrey 
Goldmark  had  withdrawn  as  counsel  for 
the  company.  Charles  M.  Travis,  repre- 
senting the  company,  obtained  an  ad- 
journment of  the  hearing  until  Nov.  22 
to  permit  new  counsel  for  the  company 
to  study  the  case. 

The  Equitable  Coach  Company  has 
an  application  pending  before  the  Tran- 
sit Commission  to  operate  buses  in  all 
New  York  City  boroughs  except  the 
Bronx. 

J.  H.  Pardee,  president  of  the  Equi- 
table Coach  Company,  Inc.,  made  the 
following  statement  on  Nov.  16: 

We  wish  to  take  this  opportunity  to  deny 
emphatically  that  the  Equitable  Coach 
Company,  Inc.,  has  had  or  contemplates 
having  any  negotiations  with  B.-M.  T.  in- 
terests relative  to  the  selling  of  the  Equi- 
table Coach  Company,  Inc.,  as  was  reported 
in  the  morning  papers.  The  Equitable 
Coach  Company,  Inc.,  wishes  to  reassure 
the  people  of  New  York  City  that  they  are 
steadily  going  forward  with  their  plans 
looking  toward  giving  the  most  modern  and 
up-to-date  motor  coach  service  in  the  world 
and  not  a  minute  is  being  lost  in  the  per- 
fecting and  carrying  out  of  these  plans, 
notwithstanding  the  many  obstacles  being 
placed  in  our  way. 

The  Tompkins  Bus  Corporation, 
which  obtained  a  franchise  to  operate 
buses  on  Staten  Island  from  the  Board 
,of  Estimate  last  summer,  and  which  now 
is  seeking  a  certificate  of  convenience 
and  necessity  from  the  Transit  Commis- 
sion, will  be  required  to  furnish  detailed 
information  on  the  company's  financial 
standing  at  the  next  hearing  before  the 
Transit  Commission  on  Nov.  25. 


Reprint  from 
"Bus  Transportation" 

"Maintenance  Costs  and  Accidents 
Reduced  by  Training  of  Drivers"  is  the 
title  of  an  eight-page  pamphlet  reprinted 
by  the  Northern  Ohio  Power  &  Light 
Company,  Akron,  Ohio,  from  the  Oc- 
tober issue  of  Bus  Transportation,  one 
of  the  McGraw-Hill  publications.  The 
article  discussed  the  results  accomplished 
by  the  schools  for  operators  maintained 
by  the  Northern  Ohio  Power  &  Light 
Company. 

♦ 

Talk  of  City  Run  Bus  Lines  in 
St.  Paul 

The  St.  Paul  City  Railway,  St.  Paul, 
Minn.,  a  part  of  the  Twin  City  Rapid 
Transit  system,  appears  to  be  threatened 
with  competition  by  a  city-operated  bus 
line.  The  earnings  in  St.  Paul  are  re- 
ported to  have  been  inadequate  in  recent 
years  and  the  company  has  made  an 
application  for  increased  fares  in  St. 
Paul,  but  not  in  Minneapolis.  Now  fol- 
lows the  bus  prospect.  City  Attorney 
A.  A.  Stewart  has  ruled  that  the  city 


964 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


has  the  right  to  operate  bus  lines  if  it 
so  desires.    He  said : 

The  transportation  system  has  reached 
the  stage  where  it  seems  to  me  that  the 
city  must  soon  give  serious  consideration 
to  the  question  of  municipal  ownership  of 
transportation  facihties.  We  are  now  con- 
fronted with  a  complete  monopoly  of  all 
forms  of  transportation.  The  city  has  lost 
practically  all  control  of  any  transportation 
facilities  serving  its  people.  ...  I  don't 
think  the  city  should  attempt  to  acquire 
the  electric  railway  line  or  the  existing  bus 
lines.  It  is  quite  evident  that  the  people 
now  demand  bus  transportation.  In  my 
opinion  that  transportation  should  be  fur- 
nished by  the  city  itself. 

Commissioner  H.  C.  Wenzel  also  is 
in  favor  of  city  buses. 


Financial  and  Corporate 


-f*-^-^^ 


Protest  Filed  Against  Bus  Out  of 
Kansas  City 

The  Kansas  City  Public  Service 
Company  filed  a  protest  in  Jefiferson 
City  on  Nov.  3  against  the  issuance  of 
a  certificate  of  convenience  and  neces- 
sity authorizing  the  White  Line  Bus 
Lines,  operating  between  Lexington 
and  Kansas  City,  to  handle  local  traffic 
between  Independence  and  Kansas 
City.  It  alleged  that  its  21-hour  daily 
service  was  adequate  and  that  com- 
petition from  the  bus  company  would 
be  "unnecessary  and  destructive." 


Rules  in  Maryland  Under 
Consideration 

A  new  list  of  rules  and  regulations 
covering  the  operation  of  buses  in  Bal- 
timore and  all  other  sections  of  Mary- 
land is  under  consideration  by  the 
Maryland  Public  Service  Commission. 
The  subject  was  taken  up  at  an  informal 
hearing  held  by  the  commission  on 
Nov.  9,  at  which  the  representatives  of 
about  twenty  companies,  including  the 
United  Railways  &  Electric  Company, 
Baltimore,  were  present. 

The  commission,  through  its  chief 
engineer,  H.  Carl  Wolf,  and  its  trans- 
portation engineer,  Joseph  L.  Wickes, 
had  prepared  a  new  set  of  rules,  which 
made  numerous  changes  in  those  in 
effect,  and  it  was  on  these  that  the 
hearing  was  held.  Many  of  the  rules 
prepared  by  the  commission  were  ac- 
ceptable to  those  interested,  but  there 
were  a  few  which  brought  about  lively 
discussion. 

One  of  the  proposed  rules  which  met 
the  greatest  opposition  would  require 
all  companies  to  make  weekly  reports 
in  detail  to  the  commission.  These  re- 
ports would  have  to  show  the  complete 
daily  record  of  each  bus.  Representa- 
tives of  the  United  said  a  clerical  force 
would  be  required  to  keep  the  record  in 
such  detail  and  urged  the  commission 
to  modify  the  measure  so  as  to  make 
it  less  onerous.  Others  wanted  the 
reports  to  be  made  less  frequently. 
It  is  expected  that  out  of  the  sugges- 
tions submitted  at  the  adjourned  hearing 
on  Dec.  1  the  commission  may  accept 
some  modifications  for  inclusion  in  a 
revised  code. 


No  Successor  Yet  to  J.  J.  Mitchell, 
Chicago  Railways  Receiver 

Federal  Judge  James  H.  Wilkerson 
has  taken  under  advisement  a  motion  by 
attorneys  representing  interests  in  the 
Chicago  Railways  foreclosure  litigation 
to  permit  Frederick  H.  Rawson  and 
Henry  A.  Blair  to  continue  as  receivers 
without  the  appointment  of  another  re- 
ceiver to  take  the  place  of  the  late  John 
J.  Mitchell. 

The  motion,  officially  notifying  the 
court  of  the  death  of  Mr.  Mitchell,  and 
asking  for  the  continuance  in  office  of 
the  two  other  receivers,  was  made  by 
Attorney  James  M.  Sheean  on  behalf 
of  the  receivers,  and  was  concurred  in 
by  Attorneys  Horace  Kent  Kenney  and 
E.  H.  Cassels,  representing  the  mort- 
gagors. 

Assignment  Clause  Inserted 
in  Miami  Agreement 

The  City  Commission  at  Miami,  Fla., 
has  authorized  the  insertion  of  a  clause 
in  the  agreement  with  the  Miami  Beach 
Railway  which  will  allow  assignment 
of  the  agreement  to  a  third  party.  The 
clause  specifies  that  the  holder  will  be 
bound  by  the  present  contract  and  that 
the  Miami  Beach  Railway  is  not  re- 
lieved of  any  responsibility  under  the 
assignment.  Joe  H.  Gill,  vice-president 
of  the  Florida  Power  &  Light  Com- 
pany, of  which  the  railway  company  is 
a  subsidiary,  explained  that  all  other 
contracts  and  franchises  with  the  city 
had  an  assigfnment  clause.  Mr.  Gill 
said  that  discrepancy  in  the  present 
contract  was  found  when  negotiations 
were  opened  recently  in  New  York  for 
financing. 

Southern  Cities  Properties 

Described 

A  booklet  has  just  been  issued  de- 
scriptive of  some  of  the  properties  of 
the  Southern  Cities  Utilities  Company. 
These  properties  supply  electric  light 
and  power  service  in  Tennessee,  Ala- 
bama and  West  Virginia,  water  service 
in  Tennessee,  electric  railway  and  bus 
service  in  West  Virginia,  bus  service 
in  North  Carolina  and  gas  service  in 
southern  New  Jersey  and  Manila,  P.  I. 
The  system  also  includes  an  ice  com- 
pany and  a  wholesale  supply  company 
operating  in  Tennessee.  Since  the 
booklet  was  printed  the  Citizens  Gas 
Company,  serving  in  and  near  Salis- 
bury, Md.,  has  been  acquired  by  the 
Southern  Cities  Utilities  Company. 
Negotiations  now  are  in  progress  for 
the  acquisition  of  a  number  of  other 
public  utilities.  The  principal  officers 
of  the  Southern  Cities  Utilities  Com- 
pany, elected  at  a  recent  meeting,  are: 
President,    Walter    Whetstone;    vice- 


president,  B.  F.  Pickard ;  secretary  and 
treasurer,  ,  Henry  W.  LeBoutillier. 
They  will  serve  in  the  same  capacities 
for  the  various  affiliated  and  subsidiary 
companies.  The  principal  office  of  the 
company  is  located  at  1612  Market 
Street,  Philadelphia. 


Foreclosure  Sought  on 
Michigan  Property 

Suit  has  been  filed  in  the  United 
States  District  Court  by  the  Harris 
Trust  &  Savings  Bank,  Chicago,  to 
foreclose  on  $536,000  bonds  of  the 
Southern  Michigan  Railway,  in  Grand 
Rapids,  Mich.,  formerly  the  South 
Bend  &  Southern  Michigan  Railway. 
The  Southern  Michigan  Railway  is 
controlled  by  the  Chicago,  South  Bend 
&  Northern  Indiana  Railway. 

The  plaintiff  asks  that  an  accounting 
be  made  of  all  property,  interest  on  the 
bonds  from  April  1,  1927,  payment  for 
services  and  appointment  of  a  receiver. 
It  especially  petitions  the  court  for  an 
injunction  enjoining  officers  of  the  rail- 
way from  disposing  of  any  of  the  prop- 
erty. The  bank  also  asks  that  a  trust 
deed  be  declared  a  valid  lien  and  in 
case  of  failpre  to  meet  the  obligation 
the  court  permit  the  sale  of  the  entire 
property  in  a  single  parcel. 


Financing  by  Common  Stock 
Important 

The  Railroad  Commission  of  Califor- 
nia has  denied  without  prejudice  the  ap- 
plication of  the  Los  Angeles  County 
Water  Works  for  permission  to  transfer 
its  properties  to  the  Gardena  Valley 
Water  Company  and  the  application  of 
the  Gardena  Vdley  Water  Company  for 
permission  to  issue  $125,000  of  6^  per 
cent  twenty-year  bonds  at  94  and  $30,- 
000  of  7  per  cent  preferred  stock  at  par 
and  $85,000  of  common  stock.  The  com- 
mission, after  reviewing  the  capitaliza- 
tion and  indebtedness  of  the  Los  An- 
geles County  Water  Works,  concludes 
that  that  company  should  be  refinanced, 
but  on  a  different  basis  than  that  pro- 
posed by  the  Gardena  Valley  Water 
Company.  Among  other  things  the 
commission  said: 

Too  much  emphasis  is  being  placed  on 
the  number  of  times  the  net  earnings  of  a. 
property  may  exceed  bond  interest  or  divi- 
dends on  preferred  stock.  It  is  just  as 
important,  if  not  more  so,  to  capitalize  a 
property  so  that  it  can  show  reasonable 
earnings  on  common  stock.  The  records 
of  the  commission  show  conclusively  that 
companies  which  have  been  able  to  obtain 
some  of  their  construction  funds  from  the 
sale  of  common  stock  have  been  able  to  sell 
readily  bonds  or  preferred  stock  and  fur- 
nish more  satisfactory  service. 

It  should  also  be  remembered  that  we 
are  not  concerned  here  with  a  property  to 
be  constructed  but  with  a  property  which 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


965 


has  been  in  operation  for  years  and  that  the 
rates  of  the  Los  Angeles  County  Water 
Works  have  only  been  recently  determined 
by  the  commission.  It  is  our  conclusion 
that  the  capitalization  of  the  properties  in 
question  should  bear  some  relation  to  their 
earnings  as  well  as  the  cost  or  the  value 
thereof,  and  that  a  form  of  capitalization 
which  on  its  face  seems  to  preclude  the 
raising  of  some  of  the  construction  funds 
through  the  issue  of  common  stock  is  not 
in  the  public  interest  and  therefore  should 
not  be  authorized  by  this  commission. 


^89,539  Increase  in  Gross 
Income  in  Kansas  City 

An  increase  of  $89,539  in  gross  in- 
come is  shown  in  the  report  of  the  Pub- 
lic Service  Company  of  Kansas  City, 
Mo.,  for  the  first  nine  months  of  this 
year,  despite  the  fact  that  operating 
revenue  fell  $337,768  behind  that  for  the 
corresponding  period  last  year.  Total 
operating  revenue  for  the  first  nine 
months  of  this  year  is  reported  at  $6,973,- 
653,  compared  with  $7,311,421  for  the 


similar  period  in  1926.  Operating  ex- 
penses for  the  first  nine  months  this  year 
were  $5,386,462,  compared  with  $5,842,- 
290  last  year.  Taxes  increased  from 
$388,350  last  year  to  $419,500  this  year. 

The  report  states  that  between  Oct.  15, 
1926,  and  Sept.  30,  1927,  the  property 
earned  a  total  income  of  $829,993  ap- 
plicable to  dividends  on  the  preferred 
and  common  stocks  of  the  company. 

Authorized  expenditures  of  $3,783,412 
to  September  30  for  rehabilitation  were 
shown;  of  this  amount  $2,776,610  has 
been  expended.  The  company  must 
spend  $6,600,000  in  the  first  three  years 
of  ownership  in  rehabilitation,  under  the 
terms  of  its  new  franchise.- 

Five  hundred  and  ninety-two  of  the 
company's  746  street  cars  are  destined 
for  "one-man"  operation.  In  explaining 
the  change  from  two-man  to  one-man 
cars,  the  report  pointed  out  that  as  a 
result  of  the  change,  18  per  cent  more 
cars  will  pass  each  corner  every  hour. 
Business  has  increased  as  much  as  6  per 
cent  on  some  "one-man"  lines. 


Receivers  Named  for  Des  Moines 
City  Railway 

Company  defaults  in  payment  of  principal  on  ^700,000  of 

debentures  issued  five  years  ago.     No  changes 

in  service  or  fares  contemplated 


CL.  HERRING,  prominent  Des 
Moines  business  man  and  Demo- 
cratic national  committeeman  from 
Iowa,  and  F.  C.  Chambers,  president  of 
the  Des  Moines  City  Railway,  Des 
Moines,  Iowa,  were  named  receivers  for 
the  Des  Moines  City  Railway  by  Fed- 
eral District  Judge  Martin  J.  Wade. 

The  order  of  the  court  was  issued  on 
application  of  the  Harris  Trust  &  Sav- 
ings Bank,  Chicago,  trustee  for  the 
holders  of  $700,000  of  7  per  cent  five- 
year  gold  debentures  upon  which  pay- 
ment of  principal  is  in  default.  No 
hearing  on  the  application  was  neces- 
sary, as  the  company  acknowledged  the 
validity  of  the  claim  of  the  bondholders, 
and  gave  notice  that  it  would  not  contest 
the  action. 

Details  Revealed  in  Petition 

In  addition  to  the  receivership,  the 
petitioners  also  asked  that  the  property 
of  the  railway  be  sold  to  satisfy  the 
claim  of  the  security  holders  and  that  a 
writ  of  injunction  be  issued  to  prevent 
any  general  creditor  from  interfering 
with  the  operation  of  the  property  by 
seeking  an  attachment  or  by  attempting 
to  levy  on  the  company's  holdings. 

Judge  Wade  granted  the  prayer  of 
the  bondholders  in  an  order  signed  at 
his  home  in  Iowa  City.  It  dealt  only 
with  the  appointment  of  the  receivers. 
He  is  expected  to  submit  another  order 
soon  taking  up  in  detail  the  points  in- 
volved in  the  operation  of  the  property 
pending  possible  sale  of  the  system. 

The  petition  goes  into  detail  in  setting 
forth  the  grounds  for  action,  the  in- 
ability  of   the   company   to    retire   the 


debentures,  and  the  desire  of  the  plain- 
tiffs that  the  railway  property  be  kept 
intact  in  order  to  conserve  the  best  in- 
terests of  the  public  and  the  creditors. 

The  $700,000  of  debenture  bonds  were 
issued  in  March,  1922,  at  the  time  of 
the  termination  of  a  former  receivership, 
and  as  a  necessary  step  in  the  restora- 
tion of  the  company's  property  to  its 
owners.  Under  the  order  of  the  federal 
court,  the  company  used  the  funds  thus 
acquired  to  liquidate  a  deficit  of  nearly 
$600,000  which  had  piled  up  during  the 
seventy-five  days  in  the  summer  of  1921, 
when  service  was  suspended.  This  debt 
was  to  be  amortized  by  monthly  pay- 
ments from  revenues  of  the  company. 
After  a  total  of  $82,000  had  been  paid 
on  the  principal  sum,  the  railway  found 
revenues  inadequate,  and  April  1,  1927, 
the  entire  remaining  principal  became 
due  and  was  defaulted. 

The  debentures  are  junior  to  $4,651,- 
000  of  outstanding  first  mortgage  bonds 
of  the  railway.  As  there  has  been  no 
default  in  payment  of  the  first  mortgage 
bonds,  the  holders  are  not  a  par'^y  to  the 
receivership  action.  Any  sale  of  the 
property  of  the  Des  Moines  company 
will  be  made  subject  to  the  first  mort- 
gage bonds. 

In  support  of  its  allegation  that  the 
Des  Moines  City  Railway  will  be  un- 
able in  the  future  to  satisfy  the  claim 
of  the  debenture  bondholders,  the  peti- 
tioners cite  the  Aug.  1,  last,  report  of 
the  company.  This  shows  that  estimated 
revenues  for  1927  will  total  $2,223,087.84 
(based  on  figures  for  the  first  eight 
months  of  the  year)  and  that  total  oper- 
ating expenses  and  taxes  will  aggregate 


$1,934,931.  Adding  bond  interest  of 
$241,050  to  operating  expenses  and 
taxes,  the  petitioners  point  out,  will 
practically  wipe  out  the  net  revenue, 
leaving  only  $47,106,  a  sum  declared  to 
be  wholly  inadequate  to  meet  the  com- 
pany's obligations. 

Some    Fare   Facts 

This  statement  receives  added  weight 
by  figures  taken  from  the  monthly  report 
of  the  company  since  Oct.  1,  1925,  when 
a  10-cent  fare  was  adopted  and  chil- 
dren's fares  were  raised  from  2i  cents 
to  5  cents,  with  the  expectation  that  the 
ensuing  revenues  would  be  sufficient  to 
yield  an  adequate  return.  The  experi- 
ment started  ofif  with  indications  of  suc- 
cess. A  deficit  of  $73,254  in  the  stabiliz- 
ing fund  was  wiped  out,  and  operating 
profits  were  registered  monthly  from 
October,  1925,  to  and  including  May, 
1926.  However,  the  automobile  aided 
by  poor  economic  conditions  and  lack 
of  work  in  the  building  trades,  made 
such  inroads  on  railway  revenues  that  in 
only  two  months  of  the  past  sixteen  have 
credit  balances  been  shovra,  while 
monthly  operating  deficits  have  run  as 
high  as  $27,316-— the  figure  registered 
in  September  this  year.  A  court  deci- 
sion adverse  to  it  prevented  the  com- 
pany from  taking  full  advantage  of  the 
economies  of  one-man  operation. 

On  June  6,  1926,  the  company  adopted 
a  25-cent  Sunday  pass  good  for  un- 
limited riding  throughout  the  day  and 
until  12  midnight.  On  Sept.  20,  1926, 
a  weekly  pass  was  instituted,  selling  at 
$1.25  and  good  for  unrestricted  riding 
for  seven  days.  The  weekly  pass,  which 
has  largely  superseded  the  Sunday  pass, 
has  reached  a  sale  of  as  high  as  12,000 
a  week,  and  records  show  it  is  giving 
the  regular  car  patron  practically  a 
5-cent  fare.  The  average  number  of 
rides  by  pass  holders  is  slightly  more 
than  twenty-six  a  week.  It  is  generally 
agreed  that  the  pass  has  created  much 
good  will  for  the  company. 

The  value  of  the  city  railway's  prop- 
erty is  estimated  at  approximately  $10,- 
000,000.  It  was  appraised  at  that  figure 
in  1919,  and  a  year  later  a  special  ap- 
praisal made  by  the  city  reduced  that 
figure  less  than  5  per  cent. 

The  receivers  have  announced  that 
they  will  make  no  changes  in  service  or 
fares.  They  are  pledged,  of  course,  to 
conserve  the  property  in  the  interests  of 
the  public  and  the  creditors,  pending 
disposal  of  the  system  by  the  court. 


Abandonment  Hearing  on 
Dec.  13 

Hearing  of  the  application  of  the 
Key  System  Transit  Company,  Oak- 
land, Cal.,  for  permission  to  abandon 
certain  local  lines  in  Richmond  has 
been  put  over  by  the  State  Railroad 
Commission  for  Dec.  13.  In  view  of 
the  recent  agreement  reached  by  the 
city  and  the  Key  System  permitting 
abandonment  of  the  line  to  Alvarado 
Park,  north  of  Macdonald  Avenue,  the 
hearing  is  expected  to  be  merely  a 
formality. 


966 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


Boston  8C  Maine  Computes  Costs 

The  Boston  &  Maine  Railroad  has 
made  a  careful  study  to  determine  the 
proportional  cost  of  operating  steam 
passenger  trains,  gasoline  cars  on  rails 
and  buses  on  highways.  It  reports  that 
it  costs  $1.58  per  mile  to  operate  the 
train,  72  cents  per  mile  to  operate 
the  gasoline  rail  cars  and  28.9  cents  per 
mile  to  run  the  motor  coach.  In  this 
computation  the  cost  of  rail  mainte- 
nance is  not  included.  The  gasoline  rail 
car  cuts  the  steam  costs  in  half,  and 
five  motor  coaches  can  be  operated  over 
the  highway  for  what  it  costs  to  run  one 
train  the  same  distance. 

The  Boston  &  Maine  has  now  68 
buses  operating  1,000  route-miles  and 
40,000  total  bus-miles  daily,  and  24 
gasoline  rail  cars  operating  a  total  of 
2,700  miles  a  day.  It  is  out  of  these 
actual  operations  that  the  figures  of 
comparable  items  have  been  developed. 

The  table  summarizing  the  Boston 
and  Maine's  cost  experience  in  direct 
and  other  comparable  costs  follows: 


COST  PER  TRAIN-MILE  (CENTS) 

RaU 

Motor 

St«ftm      Car  Bus 

Wagea 38.7     23.40  4,574 

Fuel 23.7     10.77  3.343 

Sepairg 50.8       8.33  5.359 

Miscellaneous 16.6       1.17  7.171 

Depreciation,  insurance  and 

interest 16.5     15.88  7.243 

Taxesandfees 12.6     12.60  1.265 

Total 158.9     72.15  28.955 


Under  "Miscellaneous"  are  included 
in  the  case  of  steam  trains,  supplies, 
hostling  and  other  engine-house  and 
train  expenses  not  otherwise  shown. 
Under  gasoline  rail  cars  similar  supply 
items,  heating,  lighting,  cleaning  and 
hostling,  and  under  buses  garage  ex- 
penses, lighting,  tickets  agents  and  snow 
removal  are  represented.  Depreciation 
of  steam  trains  is  charged  at  a  rate  of 
2  per  cent  on  the  investment  on  cars, 
and  3  per  cent  on  the  investment  on 
locomotives;  on  gasoline  rail  cars  5 
per  cent  on  the  investment  in  cars  and 
12^  per  cent  on  the  motor,  and  in  buses 
at  a  rate  of  20  per  cent. 


Petition  Filed  for  Abandonment 
in  Mobile 

The  Mobile  Light  &  Railroad  Com- 
pany, Mobile,  Ala.,  has  appealed  to  the 
Public  Service  Commission  for  permis- 
sion to  abandon  its  tracks  on  portions  of 
Augusta,  Chatham  and  Texas  Streets. 
The  company  told  the  commission  the 
cost  of  rebuilding  its  tracks  on  the 
streets  which  will  be  paved  will  be  $44,- 
925  and  the  cost  of  paving  will  be  $16,- 
559,  a  total  of  $61,485.  It  also  said  the 
service  on  the  streets  does  not  yield  a 
return  and  that  its  franchise  will  expire 
Jan.  15,  1936.  It  said  it  would  not  care 
to  renew  the  franchise  for  operation  on 
the  streets  because  of  the  losses  it  is  now 
said  to  be  suffering. 

In  its  petition  the  railway  set  forth 
figures  regarding  its  earning  capacity. 
On  its  valuation  of  $3,765,369,  which  was 


set  by  the  Public  Service  Commission, 
It  earned  $69,947  or  4.47  per  cent  in 

1926  and  during  the  first  nine  months  of 

1927  it  earned  $15,964  or  2.22  on  its 
valuation. 

« ■ 

Surplus  Continues  to  Improve  on 
Interstate  Lines 

The  operation  of  the  railway  depart- 
ment of  the  Interstate  Public  Service 
Company,  Indianapolis,  Ind.,  showed 
material  improvement  in  1926  over  the 
preceding  year.  The  total  gross  busi- 
ness increased  $66,444,  while  the  net 
from  operation  showed  an  increase  of 
$120,114.  The  bus  service,  both  through 
and  local,  to  points  between  Indian- 
apolis and  Seymour,  continued  in  satis- 
factory operation.  These  facts  were 
contained  in  the  annual  report  to  the 
stockholders  for  the  fiscal  year  ended 
Dec.  31,  1926. 

The  popularity  of  the  parlor-buffet 
and  sleeping  car  service  operated  be- 
tween Indianapolis  and  Louisville  has 
been  the  cause  of  an  increase  in  pas- 
senger revenue.  A  new  and  modern 
line  car,  constructed  entirely  in  the  com- 
pany's own  shops,  was  added  to  the 
operating  equipment. 

In  New  Albany,  Ind.,  8,400  ft.  of 
light-weight  track  in  paved  streets  was 
replaced  with  new  122-lb.  'flanged 
girder  rail  supported  by  steel  ties  and 
laid  in  concrete. 

The  president  of  the  company  re- 
ferred in  the  annual  statement  to  the 
plan  of  continuing  as  Christmas  gifts  the 
life  insurance  policies  for  the  employees, 
which  range  from  $500  to  $1,500  each, 
depending  on  the  years  of  service.  The 
company  entered  upon  its  fourth  year 
of  the   Service   Annuity   Fund  for  the 


retirement  of  employees  who  have 
reached  the  end  of  their  active  working 
years. 

The  public  relations  department  con- 
tinued throughout  the  year  its  policy  of 
promoting  satisfactory  relations  be- 
tween the  company  and  tiie  community 
served.  Meetings  of  officers,  depart- 
ment heads,  operating  officials  and  em- 
ployees of  the  company  were  held  reg- 
ularly. The  women's  committee  was 
active  throughout  the  year,  particularly 
in  its  educational  program,  which  cov- 
ered many  phases  of  public  utility  ac- 
tivities. 

The  work  of  the  safety  department 
was  actively  continued. 


Abandonment  in  New  York 
Sought 

The  Hudson  Valley  Railway,  Albany, 
N.  Y.,  applied  to  the  Public  Service 
Commission  on  Nov.  11  for  permission 
to  abandon  its  Thomson-Greenwich 
branch  as  of  Nov.  4,  because  of  the  dam- 
age by  high  water  at  the  Battenkill 
River,  near  the  American  Woodboard 
Company's  plant,  resulting  in  washing 
out  the  company's  roadbed.  The  peti- 
tion states  that  the  recent  high  waters 
washed  out  about  275  ft.  of  roadbed  from 
50  to  75  ft.  wide  and  from  23  to  40  ft. 
deep.  To  repair  the  washout,  the  peti- 
tion states,  would  require  four  or  five 
months  at  an  estimated  cost  of  $60,000. 

The  commission  on  Aug.  17  approved 
a  declaration  of  abandonment  of  the 
Thomson-Greenwich  branch  to  become 
effective  on  Jan.  1.  The  company  now 
asks  that  it  be  permitted  actually  to 
abandon  the  branch  as  of  the  date  of 
the  washout. 


INCOME  ACCOUNT   OF  THE   INTERSTATE  PUBLIC  SERVICE  COMPANY   FOR 
THE  YEAR  ENDED  DEC.  31 

1926 .    . 1925 ^ 

Operating  revenues $9,721,901  $8,916,453 

0|>erating  expenses  (including  retirement  reserve,  $281,651)  5,965,333  5,640,094 

$3,756,568  $3,276,359 

Uncollectible  bills $19,356  $27,699 

Taxes 625, 197  546,255 

644,553 573,955 

Operating  income $3,112,015  $2,702,404 

Rent  for  leased  lines 165,215  171.296 

Net  operating  income $2,946,800  $2,531,107 

Non-operating  income 28,707  38,502 

Gross  income $2,975,507                          $2,569,609 

Deductions  from  gross  income: 

Interest  on  funded  debt $1,405,349  $1,264,582 

Miscellaneous  interest 54,433 

Amortisation  of  debt  discount  and  expense .' 72,232  95,816 

1,477,581            36,933     *1,45l.765 

Net  income  for  the  year $1,497,925  $1,117,844 

SURPLUS  ACCOUNT 

Surplus,  Jan.  I,  1926 $790,562  $803,544 

Net  income  for  the  year,  as  above 1,497,925  1, 1 1 7,844 

$1,921,388 
Less: 
Dividends  paid  and  accrued — 

Prior  lien  stock $633,163  $584,935 

Preferred  stock 366,512  222,185 

Commonstock 374,025  385,416 

1,373,700    : 1,192,537 

$124,224 
914,787  $728,850 

Miscellaneous  credits  and  debits  (net) 21,447  61.711 

Surplus $893,339  $790,562 

*  Includes  dividends  paid  on  preferred  stock  )f  Indiana  Power  Companj-  to  date  of  purchase  of  property. 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


967 


Personal  Items 


=fi^^ 


German  Visitor  Praises 
Grand  Rapids 

Herr  R.  Schwanter,  assistant  direc- 
tor engineer  of  the  Cologne,  Germany, 
Municipal  Railway,  has  sailed  for 
home  after  a  visit  in  the  United  States 
in  which  he  studied  electric  railway 
operation  in  New  York,  Buffalo,  Cleve- 
land, Grand  Rapids,  Milwaukee,  Chi- 
cago, St.  Louis,  Indianapolis,  Pitts- 
burgh, Washington,  Baltimore  and 
Philadelphia.  He  was  attracted  to 
Grand  Rapids,  this  year's  Coffin  Prize 
winner,  by  the  wide  publicity  that  com- 
pany and  its  coaches  and  system  re- 
ceived. As  the  guest  of  Vice-President 
and  General  Manager  DeLamarter  he 
spent  two  days  inspecting  the  local 
system. 

It  was  Mr.  Schwanter's  opinion  that 
Chicago  handles  the  heaviest  street 
car  traffic  best,  but  that  Grand  Rapids 
by  far  has  the  most  attractive  cars  he 
had  seen. 


H.  K.  Williams  and  P.  Hill  of 
Illinois  Company  Transferred 

Homer  K.  Williams,  manager  of  the 
Illinois  Power  &  Light  Corporation's 
interests  in  Abingdon,  111.,  has  been 
transferred  to  Galva.  Phillip  Hill, 
Galesburg,  succeeds  him  at  Abingdon. 
Mr.  Williams  went  to  Abingdon  from 
Irving,  where  he  had  been  in  the  employ 
of  the  company.  Mr.  Hill  has  been 
engaged  in  the  service  of  the  company 
since  his  graduation  from  Knox  College 
several  years  ago. 


Providence  Line-Up  Affected 

Changes  in  the  supervisory  force  of 
the  United  Electric  Railways,  Provi- 
dence, R.  I.,  resulting  from  the  closing 
of  the  OIneyville  carhouse  are  as  follows : 

G.  S.  Amidon,  formerly  superintend- 
ent of  the  OIneyville  Division,  has  be- 
come superintendent  of  the  East  Provi- 
dence Division. 

E.  E.  Hargraves,  formerly  superin- 
tendent of  the  East  Providence  Division, 
becomes  assistant  superintendent. 


William  P.  St.  Sure,  newspaper 
man  of  Oakland,  Cal.,  has  become 
affiliated  with  the  Key  System  Transit 
Company  as  director  of  publicity  and 
advertising.  His  appointment  was  an- 
nounced on  Oct.  8  by  Vice-President 
Goldsmith  in  charge  of  public  relations. 
Besides  his  newspaper  experience  on 
such  papers  as  the  Fresno  Republican, 
Fresno  Herald  and  Oakland  Tribune, 
Mr.  St.  Sure  has  also  taken  a  prominent 
part  in  civic  and  fraternal  affairs. 

Arthur  T.  George,  assistant  attorney 
of  the  California  Railroad  Commission 
for  the  last  two  years,  submitted  his 
resignation  on  Sept.  13  to  the  commis- 


sion effective  Oct.  1,  1927.  Mr.  George 
will  be  associated  with  the  firm  of 
Newlin  &  Ashburn  in  the  city  of  Los 
Angeles. 

Corporation  Expert  Heads 
Kansas  City  Company 

Powell  C.  Groner,  whose  election  to 
the  presidency  of  the  Kansas  City  Public 
Service  Company,  Kansas  City,  Mo., 
was  announced  in  the  Electric  Rail- 
way Journal,  issue  of  Nov.  5,  page 
885,  is  best  known  for  his  untiring 
efforts  and  outstanding  accomplishments 
on  the  reorganization  committee  of  the 
Kansas  City  Railways.  Here  he  acted 
as  counsel  and  at  the  termination  of  the 
receivership  was  appointed  general 
counsel  for  the  present  company.    As  a 


P.  C.  Groner 


corporation  attorney  for  that  property 
he  established  a  fine  reputation  for  him- 
self, winning  even  more  distinction  be- 
cause he  is  one  of  the  youngest  exec- 
utives in  the  electric  railway  field. 

From  1913,  the  date  of  his  graduation 
from  college,  until  1922  Mr.  Groner  en- 
gaged in  general  practice  in  both  New 
York  and  Chicago,  representing  the 
Fifth  Avenue  Coach  Company  among 
other  concerns  during  that  period.  In 
1922  he  joined  the  firm  of  Newman, 
Saunders  &  Company,  Inc.,  public  util- 
ity operators  and  investment  bankers, 
and  has  been  a  member  of  that  organiza- 
tion since  then. 

Mr.  Groner  was  born  in  Norfolk,  Va., 
on  Feb.  13,  1892.  He  received  his 
academic  and  law  education  at  the  Uni- 
versity of  Virginia,  specializing  in  cor- 
poration and  public  utility  law. 


Courtland  L.  Horton,  Winsted, 
Conn.,  has  been  appointed  superintend- 
ent of  the  Torrington- Winsted  branch  of 
the  Connecticut  Company  to  succeed 
the  late  Frank  Hopkins.  Mr.  Horton 
has  been  connected  with  the  Connecticut 
Company  since  1909,  serving  as  cashier 
of  the  branch  for  several  years  and 
more  recently  as  assistant  to  the  super- 
intendent. 


Joseph  W.   Hicks  Gives 
Journalism  Lectures 

Joseph  W.  Hicks,  former  assistant 
city  editor  of  the  Oklahoma  City  Times 
and  now  connected  with  the  publicity 
department  of  the  Byllesby  Engineer- 
ing &  Management  Corporation  in  Chi- 
cago, has  been  invited  by  the  Medill 
School  of  Journalism  of  Northwestern 
University  to  give  a  series  of  lectures 
at  the  night  school.  Mr.  Hicks  will 
lecture  one  night  a  week  for  sixteen 
weeks  on  editing  house  organs,  con- 
ducting trade  publications,  handling 
sales  bulletins  and  similar  related  sub- 
jects. 

Mr.  Hicks  is  a  graduate  of  the  Uni- 
versity of  Oklahoma.  Two  years  ago  he 
accepted  an  offer  from  the  Byllesby 
company  in  Chicago  to  start  and  then  to 
edit  a  publication  for  executives.  He 
established  "Byllesby  Management." 


E.  E.  Mitchell,  superintendent  of 
transportation  of  the  Augusta-Aiken 
Railway  &  Electric  Corporation, 
Augusta,  Ga.,  has  been  given  the  addi- 
tional duties  of  track  supervisor. 

Ivan  Bowen  has  resigned,  effective 
Jan.  1,  1928,  as  a  member  of  the  Minne- 
sota Railroad  and  Warehouse  Commis- 
sion to  practice  law  in  Minneapolis.  Mr. 
Bowen  was  appointed  to  the  commission 
in  1921  and  was  renamed  for  the  six 
years  expiring  on  Jan.  1,  1929.  As  a 
member  of  the  commission  he  has  had  to 
do  chiefly  with  railroad  rate  matters  and 
those  pertaining  to  the  licensing  and 
regulation  of  bus  and  transfer  lines 
under  the  new  state  traffic  law. 

J.  P.  W.  Brown,  vice-president  and 
general  manager  of  the  Nashville  Rail- 
way &  Light  Company,  Nashville, 
Tenn.,  was  recently  named  chairman  of 
the  Tennessee  Public  Utility  Informa- 
tion Bureau.  He  succeeds  the  late 
Percy  Warner,  who  was  chairman  from 
Its  organization  in  1922  until  his  death 
in  1927. 

F.  Krug  was  recently  appointed  gen- 
eral manager  of  the  Porto  Rico  Rail- 
way, Light  &  Power  Company,  San 
Juan,  P.  R.  He  has  been  serving  as 
acting  general  manager. 


OBITUARY 


James  Cox  Brady 

James  Cox  Brady,  prominent  finan- 
cier, industrialist  and  philanthropist, 
died  at  his  home  in  New  York  City 
on  Nov.  10.  Mr.  Brady's  father, 
Anthony  N.  Brady,  was  one  of  the  or- 
ganizers of  the  old  Brooklyn  Rapid 
Transit  Company  and  his  brother, 
Nicholas  F.  Brady,  was  president  of  the 
New  York  Edison  Company.  James  Cox 
was  the  financial  man  for  the  Brady  in- 
terests, while  Nicholas  F.  assumed  re- 
sponsibility   for    the    executive    work 


968 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


connected  with  the  organization  and 
merging  of  public  utility  properties.  At 
the  time  of  his  death  Mr.  Brady  was 
first  vice-president  and  a  director  of  the 
Brooklyn  Edison  Company  and  a  direc- 
tor of  the  Mohawk-Hudson  Power  Cor- 
poration and  of  other  industrial  organ- 
izations.   He  was  45  years  old. 


Manufactures  and  the  Markets 


-rr^r- 


Nathan  J.  McAloney 

Nathan  J.  McAloney,  district  super- 
visor of  the  carhouse  division,  Pitts- 
burgh Railways,  Pittsburgh,  Pa.,  died 
at  his  home  in  that  city  recently.  He 
entered  railway  work  in  Denver,  Col., 
with  the  Denver  City  Tramway,  where 
he  remained  for  a  period  of  ten  years 
as  a  pipefitter,  car  inspector  and  later 
as  an  air  brake  specialist.  From  Den- 
ver he  went  with  the  Emory  Lubricat- 
ing Company  in  St.  Louis,  Mo.  Later 
he  moved  to  Chicago,  where  he  re- 
mained for  a  period  of  six  years  with 
various  automobile  concerns.  On  Sept. 
17,  1918,  Mr.  McAloney  returned  to 
the  railway  industry  and  was  employed 
as  a  car  repairman  for  the  Pittsburgh 
Railways  at  the  Manchester  shop.  He 
steadily  advanced  and  on  Oct.  1,  1926, 
was  promoted  to  district  supervisor  of 
the  interurban  district  carhouses. 

While  employed  by  the  Pittsburgh 
Railways,  he  attended  the  Carnegfie  In- 
stitute of  Technology  at  night,  and  was 
graduated  in  the  year  1923.  Mr. 
McAloney  was  49  years  old. 


George  H.  Benjamin 

George  H.  Benjamin,  industrial  en- 
gineer and  patent  expert,  died  at  his 
home  in  New  York  on  Nov.  10.  He 
was  frequently  retained  as  a  patent  ex- 
pert and  counselor  by  several  of  the 
large  electrical  companies  and  at  one 
time  was  the  sole  American  representa- 
tive of  the  Siemens  interests  in  this 
country.  In  the  course  of  an  active  and 
unusually  useful  life  Mr.  Benjamin  cul- 
tivated a  diversity  of  interests  which 
made  him  a  man  of  many  accomplish- 
ments. In  addition  to  being  inter- 
nationally known  as  a  patent  expert  and 
industrial  engineer  he  was  noted  as  a 
criminologist  and  had  been  consulted 
by  Scotland  Yard  as  a  technical  expert. 
He  was  graduated  from  the  Albany 
Medical  College,  later  practicing  surgery 
for  a  period  of  five  years.  His  famous 
library  bespeaks  the  literary  taste  of  a 
man  who  was  a  writer  of  talent. 


Samuel  W.  Abler,  a  prominent  fig- 
ure in  the  receivership  suit  of  the 
United  Railways,  St.  Louis,  Mo.,  eight 
years  ago,  died  in  his  home  in  New 
York  City  on  Nov.  8.  Mr.  Adler  was 
personally  a  heavy  stockholder  and 
bondholder  of  the  United  Railways  and 
in  1919  was  named  the  plaintiflf  in  one 
of  the  several  receivership  suits 
brought  in  the  United  States  courts 
against  the  railway.  It  was  under  the 
Adler  suit  that  Rolla  Wells  was  named 
receiver  for  the  company.  Mr.  Adler 
was  62  years  old. 


Talk  of  Car  Purchase  Renewed 
at  Seattle 

The  deal  for  80  new  cars  for  the 
.Seattle  .Municipal  Railway,  Seattle, 
Wash.,  is  expected  to  be  completed  now 
that  the  United  States  District  Court 
of  Appeals  has  handed  down  a  favor- 
able decision  in  the  litigation  brought 
by  J.  C.  Von  Herberg  involving  the 
right  of  the  city  of  Seattle  to  make 
principal  and  interest  payments  to 
Stone  &  Webster  for  the  Seattle  rail- 
way system  until  employees  of  the  sys- 
tem are  paid.  Mr.  Von  Herberg  sought 
to  have  the  court  declare  that  operating 
expenses  had  priority  over  bond  inter- 
est payments.  This  point  the  court 
disallowed. 

About  a  year  ago  the  city  of  Seattle, 
through  the  Board  of  Public  Works, 
opened  bids  for  this  rolling  stock,  the 
St.  Louis  Car  Company,  St.  Louis, 
Mo.,  submitting  the  best  offer,  $1,420,- 
000.  At  this  time  the  board  awarded 
the  contract  to  the  low  bidder,  con- 
tingent upon  the  sale  of  bonds  covering 
the  purchase  price.  These  bonds,  it  was 
stated,  could  not  be  sold  advantageously 
until  the  case  in  the  U.  S.  District 
Court  was  settled. 

The  railway  department  has  more 
than  600  cars  in  operating  condition, 
but  D.  W.  Henderson,  general  superin- 
tendent, states  that  a  saving  far  in 
excess  of  the  interest  on  the  proposed 
bond  issue  for  the  purchase  could  be 
made  by  substituting  new  cars  for  the 
old  ones.  The  new  cars,  he  stated, 
would  be  built  for  either  one  or  two- 
man  operation. 

Under  the  agreement  with  Stone  & 
Webster  when  the  Seattle  car  lines 
were  purchased  from  the  Puget  Sound 
Traction,  Light  &  Power  Company,  the 
city  of  Seattle  must  pay  $883,000  a 
year  principal  and  interest  at  5  per 
cent.  The  last  payment,  made  in 
March,  involved  $507,041  interest  and 
left  a  balance  of  $10,002,000  due  Stone 
&  Webster. 


Center   of  Industry  Continues 
Westward  Movement 

According  to  calculations  recently 
made  by  the  Geological  Survey,  Depart- 
ment of  the  Interior,  the  center  of  indus- 
try in  the  United  States  in  January, 
1926,  was  about  SO  miles  southeast  of 
Chicago.  This  point  is  approximately 
near  Valparaiso,  Ind.,  about  170  miles 
due  north  of  the  1920  center  of  popula- 
tion near  Whitehall,  Ind.,  and  about  640 
miles  east  by  north  of  the  geographic 
center,  somewhere  near  Smith  Center, 
Kan. 

This  determination  of  the  center  of 
industry  is  based  on  the  capacity  of 
steam  engines,  steam  turbines,  water 
wheels  and  internal  combustion  engines 
installed   in    manufacturing   plants   and 


in  public  utility  power  plants.  Twice 
the  weight  is  given  to  the  power  equip- 
ment in  public  utility  plants,  as  it  is  used 
twice  as  much  as  that  in  manufacturing 
plants.  This  method  is  believed  to  give 
more  representative  results  than  pre- 
vious determinations  of  the  center  of 
industry,  which  have  been  based  only  on 
the  installed  capacity  of  prime  movers 
in  manufacturing  plants. 

The  findings  of  the  Geolog^ical  Survey 
show  that  the  1926  center  of  industry 
was  25  miles  southwest  of  its  1918  posi- 
tion and  approximately  75  miles  south- 
west of  the  1908  center.  In  other  words, 
the  total  shift  from  1908  to  1926  was 
about  75  miles  in  a  west  by  south  direc- 
tion. 

This  slow  movement  of  the  center 
of  industry  during  a  period  when  the 
capacity  of  prime  movers  in  central  sta- 
tions and  manufacturing  plants  increased 
about  140  per  cent  indicates  that  indus- 
trial development  in  the  United  States 
is  proceeding  at  about  the  same  rate  in 
all  sections,  although  a  trifle  more  rap- 
idly in  the  West  and  South. 


Consumers'  Stocks  of  Bituminous 
Coal  Greater 

Consumers'  stocks  of  bituminous  coal 
amounted  to  61,900,000  tons  on  Oct.  1, 
according  to  a  survey  just  completed  by 
the  United  States  Bureau  of  Mines, 
Department  of  Commerce.  In  compar- 
ison with  the  final  revised  figure  for 
July  1—63,400,000  tons— this  is  a  de- 
crease of  1,500,000  tons.  On  Oct.  1, 
1926,  the  stocks  were  43,000,000  tons. 

Exports  during  the  third  quarter  of 
the  year  were  normal,  averaging  351,000 
tons  a  week.  Home  consumption  aver- 
aged 8,360,000  tons,  as  against  9,050,000 
tons  in  the  similar  period  last  year. 
The  decrease  of  7.6  per  cent  reflected 
diminished  activity  in  the  steel,  auto- 
mobile and  other  industries.  With  colder 
weather,  however,  the  weekly  consump- 
tion tends  to  increase  and  in  the  last 
quarter  of  1926  it  averaged  11,200,000 
tons.  In  addition  to  the  stocks  of  con- 
sumers there  were  9,905,547  tons  of 
bituminous  coal  on  the  docks  of  Lakes 
Superior  and  Michigan.  Stocks  of 
anthracite  are  fully  up  to  normal  for 
this  season  of  the  year. 


White  Motor  Official  to  Act 
as  Assistant  to  President 

Saunders  Jones,  vice-president  of  the 
Southern  region  of  the  White  Motor 
Company,  with  headquarters  in  Atlanta, 
is,  according  to  an  announcement  by 
President  Walter  C.  White,  being  trans- 
ferred to  the  home  office  of  the  White 
Motor  Company,  where  as  vice-president 
he  will  act  as  assistant  to  the  president. 
Mr.  Jones'  work  in  the  southern  re- 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


969 


gion  will  be  taken  over  by  C.  B.  Cowan, 
district  manager  at  Birmingham,  pend- 
ing appointment  of  a  vice-president. 


Ohio  Brass  Creates  New  York 
Executive  Branch 

In  recognition  of  the  constantly  in- 
creasing growth  of  the  utility  and  indus- 
trial interests  which  are  concentrated 
in  the  Eastern  states,  the  Ohio  Brass 
Company  has  decided  to  create  an  ex- 
ecutive branch  in  New  York  City,  cov- 
ering New  England  and  the  territories 
served  by  the  present  New  York  and 
Philadelphia  sales  offices. 


It  is  anticipated  that  the  establish- 
ment of  this  executive  branch  will  better 
enable  the  company  to  serve  the  indus- 
try in  the  broad  sense  and  will  develop 
a  more  intimate  relationship  with  this 
large  center  of  utility  and  industrial 
activity. 

This  change  will  be  made  effective 
about  the  first  of  the  year,  with  Frederic 
Attwood  in  charge.  Mr.  Attwood  is 
well  known  in  the  electrical  industry, 
both  here  and  abroad,  having  directed 
the  interests  of  the  Ohio  Brass  Com- 
pany in  Europe  for  several  years  and 
has  recently  returned  to  this  country  to 
undertake  the  organization  and  direc- 
tion of  the  New  York  executive  office. 


New  South  Shore  Passenger 
Station  Enlarged 

The  new  Chicago,  South  Shore  & 
South  Bend  Railroad  passenger  station 
now  being  remodeled  at  South  Bend, 
Ind.,  will  occupy  the  entire  main  floor  of 
the  present  building,  85  by  65  ft.  The 
present  station  was  remodeled  less  than 
two  years  ago,  but  it  has  become  neces- 
sary, it  is  understood,  to  provide  larger 
terminal  facilities  because  of  the  rapid 
growth  of  business  out  of  South  Bend 
both  on  the  South  Shore  and  the 
Golden  Arrow  route  to  Detroit,  Mich. 

In  the  new  floor  area  will  be  a  wait- 
ing room  65x50  ft.  for  both  South  Shore 


Twenty-Car  Order  for  Houston  Recently  Delivered 


Exterior  view  of  one  of  the  twenty  units  for  the  Houston  Electric     Company 


.^j;,HMi.-Z'-6i':i-Z'Si'-^^ SO' 

Seating  arrangement  of  new  Houston  cars 


-Je^f^--4W/i^ >^>M-'Jf^' 


Delivery  of  the  twenty  one-man,  sin- 
gle-end, double-truck,  semi-steel  cars 
built  by  the  St.  Louis  Car  Company  has 
recently  been  completed  to  the  Houston 
Electric  Company,  Houston,  Tex.,  which 
is  under  the  executive  management  of 
Stone  &  Webster,  Inc.  This  order  was 
noted  in  the  Journal  for  June  18. 

The  cars  will  have  an  over-all  length 
of  44  ft.  IH  in-,  total  weight  of  36,000 
lb.  and  a  seating  capacity  for  57  pas- 
sengers. The  exterior  color  scheme  is 
blue,  cream  and  red  and  the  interior  trim 
mahogany  and  the  fittings  nickel  plated. 

One  of  the  cars  was  on  display  at 
the  convention  of  the  American  Electric 
Railway  Association  in  Cleveland  the 
early  part  of  October  and  attracted  a 
great  deal  of  attention  and  favorable 
comment.  Subjoined  are  specifications, 
released  a  short  time  ago  by  C.  O. 
Birney,  superintendent  of  car  construc- 
tion for  Stone  &  Webster,  Inc.  It  is 
planned  to  publish  in  a  subsequent  issue 
a  more  extended  article  relative  to  the 


reasons  for  adoption  of  this  type  of  car 
and  its  successful  introduction  the  early 
part  of  this  month. 

Number  of  units 20 

Type  of  unit. ..  .One-man,    motor,    passenger,    city, 
single  end,  double  truck 

Number  of  seats 57 

Builder  of  car  body St.  Louis  Car  Company 

Date  of  delivery Oct.  27 

Weights: 

Car  body .-. .  18,400  lb 

Trucks 9,000  lb. 

Equipment 8,600  lb. 

Total 36,000  lb. 

Bolster  centers 22  ft.     Din. 

Length  overall 44  ft.  I  U  in. 

Length  over  body  posts 3 1  ft.    5i  in. 

Truck  wheelbase 5  ft.  4    in. 

Width  over  all 8  ft.    8J  in. 

Height,  rail  to  trolley  base 10  ft.      0  in. 

Window  post  spacing 30  in. 

Body Semi-steel 

Roof Arch,  canvas  covered 

Doors End,  folding 

Air  brakes Westinghouse  type  B  100  per  cent 

Armature  bearings Plain 

Axles 4  in. 

Car  signal  system Faraday 

Compressors Westinghoixse  DH-16 

Condmt. .  . .  .^,  . .  .  .Flexible,  transit*  lined  wood  box 

Control IP K-75-A 

Curtain  fixtures National  Lock  Washer,  type  C 

Curtain  material 

Double-faced  Pantasote,  drapes  at  rear  end 
Destination  signs Hunter 


Door  mechanism. National  Pneumatic 

Energy-saving  device Economy  meters 

Fare  boxes Johnson,  air  operated 

Finish Enamel,  blue  with  red  trimmings 

Floor  covering i-in.  rubber  mosaic  tile 

Gears  and  pinions Helical 

Glass DSAA 

Hand  brakes St.  Louis  Car  Co.,  drop  handle 

Hand  straps Sanitary 

Headlights Golden  Glow,  type  SE 

Headlining HasKelite 

Interior  finish Mahogany,  nickel-plated  fittings 

Journal  bearings Plain 

Journal  boxes St.  Louis  Car  Co. 

Lamp  fixtures ....  Safety  Car  Heating  &  Lighting  Co., 

center  bowl  type 

Motors Four  Westinghouse  510-A,  inside  hung 

Safety  car  devices Safety  Car  Devices  Co. 

Sash  fixtures. ..." Curtain  Supply  Co.,  brass 

Seats Bus  type,  stationary 

Seat  spacing 30  in. 

Seating  material .  .  Hyaline,  analine  dye,  hand  buffed 

Slack  adjusters American  Brake  Co.,  type  E 

Stanchions Aluminum 

Steps Rear  folding,  front  stationary 

Step  treads Feralun  and  Kass 

Trolley  catchers Keystone 

Trolley  base Ohio   Brass,  No.  45-41 

Trolley  wheels Ohio  Brass 

Trucks St.  Louis  EIB-64 

Wheels Rolled  steel,  26  in. 

Wheelguards H.B.,  six-bar 

Special  devices :  Variable  load  brake,  rear  door  treadle, 
Oskelite  stop  signal,  Bennett  race  sign,  colored  top 
gothic  glass,  copper  air  pipe,  and  group  installation, 
dasher  flood  lights,  two  headlights  front  end,  skirt, 
back-up  arrangement,  Westinghouse  TC-2  switch 
with  PV-3  brake  valve. 


970 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.21 


and  Shore  Line  motor  coach  passengers 
on  the  Golden  Arrow  route  to  Detroit, 
an  outing  and  recreation  information 
bureau,  a  ticket  booth,  a  fountain  con- 
cession, a  women's  rest  room,  men's 
smoking  room  and  telephone  facilities. 
Plans  for  the  remodeling  call  for  an 
interior  much  like  that  of  the  new  South 
Shore  station  at  Michigan  City,  Ind. 


Copper  Continues  to  Show 
Strength 

The  continued  strength  in  copper,  both 
in  the  United  States  and  abroad,  with 
good  sales  at  higher  prices,  is  the  feature 
of  the  metal  market  for  the  week  ended 
Nov.  16.  Zinc  and  tin  prices  have  also 
advanced  slightly,  though  the  market 
position  of  these  metals  does  not  appear 
so  firm  as  that  of  copper. 

Sales  of  copper  in  the  week  ended 
Nov.  16  have  again  been  very  satisfac- 
tory in  the  domestic  market  and  consid- 
erably better  than  that  abroad.  The 
price  for  usual  Eastern  deliveries  has 
advanced  from  13|  cents  to  13^  cents, 
the  last-named  quotation  having  been 
realized  on  heavy  sales  Nov.  15  and  16. 
A  good  tonnage  was  also  sold  in  the 
Middle  West  at  13f  cents.  Abroad,  it 
is  said,  cable  manufacturers  have  been 
heavy  buyers,  though  they  have  shown 
little  interest  here  recently.  The  foreign 
price  continues  at  13.80  cents,  c.i.f.,  with 
the  buying  practically  all  for  prompt 
shipment.  An  encouraging  feature  of 
the  copper  situation  at  present  is  that 
the  improved  market  comes  as  the  result 
of  a  bigger  demand  rather  than  de- 
creased production;  the  rate  of  world 
copper  production  in  October  was  the 
neatest  in  history,  with  the  exception 


of  February,  1927,  and  November,  1926, 
and  yet  world  stocks  at  the  end  of  that 
month  were  the  lowest  for  a  long  time. 
In  other  words,  the  increase  that  has 
been  made  in  total  production  appears 
fully  justified. 

Monotonous  is  the  best  word  to  de- 
scribe the  domestic  lead  market.  Buying 
has  been  neither  brisk  nor  dull ;  and 
prices  have  been  uniform  at  6.25  cents 
New  York  and  6  cents  in  the  Middle 
West,  at  which  levels  a  good  business 
was  done  each  day.  The  American 
Smelting  &  Refining  Company  continues 
its  contract  price  for  the  New  York 
market  at  6.25  cents.  It  has  been  at  this 
level  for  about  two  months  now,  a  com- 
paratively long  period  for  recent  years. 
Prompt  and  November  deliveries  easily 
predominate. 

Buying  at  5.60  cents,  St.  Louis,  was 
heavy,  galvanizers  feeling  that  such  a 
low  price  was  not  likely  to  persist,  and 
endeavoring  to  buy  for  future  require- 
ments so  far  as  they  dared.  This  buying, 
coupled  with  the  fact  that  some  pro- 
ducers withdrew  from  the  market, 
caused  an  upward  reaction,  with  the 
result  that  5.65  cents  was  the  lowest 
price  for  the  last  two  or  three  days  and 
5.70  cents  was  secured  on  some  orders, 
largely   for   forward   delivery. 

The  technical  position  of  spot  Straits 
tin  has  been  weak  since  the  first  of 
November,  one  reflection  of  this  being 
the  narrow  spread  between  Straits  and 
metal  of  99  per  cent  quality.  The  posi- 
tion appears  to  be  improved  somewhat, 
however.  London  advanced  sharply  on 
Monday,  and  this  buoyed  the  domestic 
price  temporarily,  though  consumers 
were  not  interested  to  any  great  extent. 
Forward  shipment  is  at  a  discount  of 
less  than  ^  cent. 


TRACK  AND  LINE 


ELECTRIC  RAILWAY  MATERIAL  PRICES— NOV.  15,  1927 


Metals — New  York 

Copper,  electrolytic,  cents  per  lb 13.275 

Lead,  centa  per  lb 6.25 

Nickel,  cents  per  lb 35.00 

Zinc,  cents  per  lb 6.025 

Tin,  Straits,  cents  per  lb 57.0 

Aliiminutn,  98  or  99  per  cent,  cents  per  lb . .  25 .  00 
Babbitt  metal,  warehouse,  cents  per  lb.: 

Commercial  grade 61.00 

General  service 3  j .  50 

Bituminous  Coal 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads $4,075 

Somerset  mine  run,  Boston 1 .  90 

Pittsburgh  mine  run.  Pittsburgh t!825 

Franklin,  111.,  screenings.  Chicago 1 .  55 

Central,  111.,  screenings,  Chicago 1 .  125 

Kansas  screenings,  Kansas  City 2. 175 

Track   Materials — Pittsburg^ 

Standard  steel  rails,  gross  ton $43.00 

Railroad  spikes,  drive,  A  in.  and  larger, 

cents  per  lb 2  775 

Tie  plates  (flat  type) ,  cents  per  lb 2.25 

Angle  bars,  cents  per  lb 2.75 

Rail  bolts  and  nuts,  cents  per  lb 3  90 

Steel  bars,  cents  per  lb 1.75 

Ties,  white  oak,  Chicago,  6  in.x8  in.iSft $1.45 

Hardware — Pittsburgh 

Wire  nails,  base  per  keg 2 .  50 

Sheet  iron  (24  gage) ,  cents  per  lb 2 .  80 

Sheet  iron,  galvanised  (24  gage) ,  cents  per  lb.  3.65 

Galvanised  barbed  wire,  cents  per  lb 3 .  20 

Galvanised  wire,  ordinary ,  cents  per  lb 2.40 

Waste — New  York 

Waste,  wool,  cents  per  lb 14-20 

Waste,  cotton  ( 1 00  lb.  bale) ,  cents  per  lb. : 

Wlj'te- ■ 14-19. 50 

Colored 9_  1 6 


Paints,  Putty  and  Glass — New  York 

LinseedbinSbbl.  lots),  cents  per  lb 10.6 

White  lead  in  oil  (100  lb.  keg),  cents  per  lb.  13.75 

Turpentine  (bbl.  loto),  pergal $0,545 

Putty,  1 00  lb.  tins,  cents  per  lb 5.25-5.50 

Wire — New  York 

Copper  wire,  cents  per  lb 15.25 

Rubber-covered  wire.  No.  1 4,  per  1 ,000  ft . .  5 .  50 

Weatherproof  wire  base,  cents  per  lb 1 5 .  75 

Paving  Materials 

Paving  stone,  granite,  5  in. 

New  York — Grade  1 ,  per  thousand $  1 50 

Wood  block  paving  3t,  15  lb.  treatment, 

N.  Y.,  per  sq.yd $2. 70 

Paving  brick  3ii8U4,  N.  Y.,  per  1,000  in 

carload  lots 51 .  00 

Paving  brick  3x8Ji4,  N.  Y.,  per  1,000  in 

carloadlote 45.  00 

Cnished  stone,  J-in.,  carload  lots,  N.  Y., 

per  cu.yd 1 .  85 

Cement,   Chicago  consximers'   net  prices, 

withoutbags 2.05 

Gravel,  }-in.,  cu.yd.,  f.o.b.  N.  Y 1.75 

Sand,  cu.yd.,  f.o.b.  N.  Y 1 .  00 


Old  Metals — New  York  and  Chicago 

Heavy  copper,  cents  per  lb 11.25 

Light  copper,  cents  per  lb 10.00 

Heavy  yellow  brass,  cents  per  lb 7.25 

Zinc,  old  scrap,  cents  per  lb 3.50 

Lead,  cents  per  lb.  (heavy) 5. 25 

Steel  car  axles,  Chicago,  net  ton $14.75 

Cast  iron  car  wheels,  Chicago,  gross  ton. ...  1 3  50 

Rails  (short),  Chicago, gross  ton 14.75 

Rails  (relaying),  Chicago,  gross  ton  (6|ft. 

and  heavier) .^  .  28.  50 

Machine  turnings.  (Chicago,  gross  ton 7.25 


Minneapolis  Street  Railway,  Min- 
neapolis, Minn.,  was  reported  a  short 
time  ago  as  being  ready  to  begin  oper- 
ation of  a  double-track  line  on  50th 
Street  from  Bryant  Avenue  south  to 
Penn  Avenue,  nineteen  blocks,  and  a 
single-track  extension  on  Penn  Avenue 
from  50th  to  54th  Street,  four  blocks  as  a 
part  of  its  Bryant-Johnson  through  car 
line.  In  addition  the  company  double 
tracked  the  50th  Street  line  from  Xerxes 
Avenue  south  to  Penn  Avenue,  eight 
blocks,  this  season.  This  improvement 
is  in  operation,  as  part  of  the  Oak- 
Harriet  line,  which  terminates  at  Penn 
Avenue. 

Carolina  Power  &  Light  Company, 
Asheville,  N.  C,  started  work  a  short 
time  ago  on  the  new  stree^t  railway  link 
from  Broadway  and  College  Street, 
westward  on  College  to  Haywood 
Street.  Work  was  commenced  at  both 
ends  of  the  proposed  line  and  service 
on  it  will  be  instituted,  it  was  expected 
at  that  time,  within  the  next  three 
months,  as  all  materials  to  be  used  on 
the  job  had  arrived.  According  to 
officials  of  the  company  work  will  be 
pushed  to  completion  as  rapidly  as  pos- 
sible. The  new  track,  it  is  understood, 
is  planned  for  use  as  a  cut-off  link  and 
it  is  expected  will  relieve  congestion  at 
Pack  Square  and  permit  faster  sched- 
ule on  all  lines. 

TRADE  NOTES 

Rollway  Bearing  Company,  Inc., 
Syracuse,  N.  Y.,  announces  the  opening 
of  a  sales  offices  at  956  Leader  Building, 
Cleveland,  Ohio.  R.  D.  Faris  has  been 
appointed  Cleveland  district  representa- 
tive and  will  make  his  headquarters 
there. 

American  Engineering  Company, 
Lo-Hed  Hoist  Division,  Philadelphia, 
Pa.,  announces  the  appointment  of  di- 
rect factory  representatives  in  Pitts- 
burgh and  Cleveland  for  the  sale  of  its 
Lo-Hed  monorail  electric  hoists.  The 
Pittsburgh  office,  whose  territory  will 
include  western  Pennsylvania,  West 
Virginia  and  counties  along  the  east- 
ern border  of  Ohio,  is  located  in  the 
Oliver  Building,  with  D.  A.  Polhemus 
in  charge  and  John  Kaiser  assisting. 
W,  C.  Minier,  with  offices  at  2195  Bell- 
field  Avenue,  Cleveland,  will  direct  sales 
in  northern  Ohio,  except  for  territory 
surrounding  Toledo. 

American  Manganese  Steel  Com- 
pany, Inc.,  Chicago  Heights,  111.,  re- 
cently announced  in  a  letter  that  it  had 
purchased  the  foundry  of  the  American 
Brake  Shoe  &  Foundry  Company  at 
Burnside  on  the  south  side  of  Chicago. 
They  advise  that  this  will  make  their 
seventh  foundry :  that  the  date  set  for 
beginning  operations  at  Burnside  under 
Amsco  Management  is  Jan.  1,  1928, 
although  it  may  take  place  sooner,  and 
that  in  the  meantime  the  present  cus- 
tomers of  this  foundry  may  be  sure  of 
entirely  adequate  service. 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL ' 


21 


London,  Ont,  ^^Y^s^^  cars  safely 

through  Novel  use 

of 

"Peacock'' 

Reff.  U.  S.  Pat.  Off. 

Staffless  Brakes; 


The  London  Street  Railway,  operating  in 
London,  Ont,  Canada,  has  all  single-end 
control  equipment  and  many  of  its  lines 
have  "Y's"  at  terminals.  Because  of  increas- 
ing auto  traffic  it  became  increasingly  neces- 
sary to  devise  some  plan  to  back  up  safety 
cars  in  order  that  this  equipment  could  be 
operated  in  safety  around  these  "Y's"  and 
without  delay  to  traffic. 

After  considering  many  schemes,  all  of 
which  were  discarded,  the  Company  finally 
decided  to  use  an  effective  hand  brake  at  the 
rear,  and  it  isn't  surprising  that  the* 
"Peacock"  Staffless  Brake  was  the  choice! 

Full  retails  of  this  novel  "Peacock"  Brake 
installation  are  given  in  a  feature  story  on 
page  557  of  the  September  24th  issue  of 
Electric  Railway  Journal. 

May  we  tell  you  of  the 
many  advantages  gained 
through  the  use  of  "Pea- 
cock" Staffless  Brakes? 


National  " 
Brake  Company,  lnc» 

890  Ellicott  Square,  Buffalo,  N.  Y. 

Canadian  Representative 
Lyman.  Tube  &  Supply  Co.,  Ltd.,  Montreal,  Can. 


22 


ELECTRIC  RAILWAY  JOURNAL 


November  19, 1927 


♦    ♦    ♦    ♦    ♦ 


YELLOW  COACH  comfort 


Chicago  when  the  wind  howls  across  Lake 
Michigan  .  ♦  .  .  Times  Square  with  the  ther- 
mometer at  zero  ....  Washington  with  ice 
on  the  Potomac  ....  wherever  winter  con- 
ditions  are  severe,  there  Yellow  Coaches  are 
found  to  represent  the  public  preference* 


Two  years  ago  the  Philadelphia  Rapid  Transit  Com- 
pany recognized  the  need  for  incorporating  motor 
coaches  into  its  great  system.  The  selection  of  Yel- 
lows was  based  upon  the  recommendation  of  other 
existing  installations.  Two  subsequent  additions  to 
the  fleet  bear  witness  to  the  complete  satisfaction 
rendered  to  public  and  operator  alike. 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


23 


la 


Sells  public  good  will- 

Similarly f  throughout  the  seasons  and  in  every 
climef  the  public  chooses  Yellows  for  their  comfort. 
The  operator?  The  driver?  They  have  their 
reasons  as  well!  Dependability ,  simplicity  of 
operation)  unfailing  maintenance  of  schedules 
♦  ♦  .  .  all  contribute  to  the  need  for  a  quality 
coach*  But  the  public  ....  demands  comfort! 
Yellow  Coaches  supply  it» 


J) 


YELLOW  TRUCK  8C  COACH  MANUFACTURING  CO. 

SUBSIDIARY  GENERAL  MOTORS  CORPORATION 
5801  WEST  DICKENS  AVENUE,  CHICAGO,  ILL. 

YELLOW  COACH 


34 


ELECTRIC  RAILWAY  JOURNAL 


November  19, 1927 


** 


Kelly  tires  are  giving  us 

exceptionally  good  service.' 


X92''' 


P8  ^^* 


"De*^ 


i6 


^^  tto* 


tftV 


\»' 


*^ 


re-po' 


^  .^^/^^VC^ 


WHILE  every  Kelly  tire  cannot  reason- 
ably be  expected  to  give  such  long 
service  as  Mr.  HanUn  has  received  from 
his,  enough  of  them  do  last  so  long  that 
such  mileage  long  since  ceased  to  be  ex- 
ceptional. Even  when  Kellys  don't  run 
anywhere  near  30,000  miles  it  is  usually 
found  that  the  least  they  do  is  more  than 
other  tires  under  the  same  conditions  are 
able  to  accomplish. 

KELLY-SPRINGFIELD    TIRE    CO. 

GENERAL  MOTORS  BLDG.  NEW  YORK.N.Y. 


V^%?>/:ue 


i«  Vlr  otv   "■_    tte  %-vea  5 


^l\s^^' 


*Mt.  Francis  represents  the 

KellySlmngfield  Tire  Co.  m 

the  Canton  territory. 


KELLY-SPRINGFIELD  TIRES 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


■2B 


oAs  for  Service 

to  attend  your  coaches, 
there  are  154  Har- 
vester-owned branches 
all  over  the  United 
States  and  Canada. 
In  addition.  Interna- 
tional Trucks  and 
Coaches  have  ade- 
quate representation 
in  foreign  countries 
throughout  the  world. 


The  International  line 
also  includes  Speed 
Trucks  and  Heavy-Duty 
Trucks,  and  McCormick- 
Decring  Industrial 
Tractors 


International 

—the  Coach  Ideal 

for  Owner  —  Rider — Driver 

Everybody  recognizes  the  vigorous  need  that  has  developed  for  a  coach  of 
medium  capacity,  of  tested  performance,  providing  the  maximum  in  comfort, 
safety,  and  attractiveness,  moderate  in  price,  and  serviced  "around the  corner." 

International  Harvester  provides  such  a  coach  in  the  popular  Model  15.  This 
6-cylinder  International  finds  and  keeps  a  host  of  friends  wherever  its  route  runs. 
It  answers  many  calls,  establishing  profitable  routes  of  shuttle-like  frequency, 
serving  railway  stations  and  hotels,  serving  as  feeder  to  car  lines,  as  peak-load 
auxiliary  to  organized  routes,  serving  the  suburb,  country  club,  and  subdivision, 
taking  the  rising  generation  to  the  schools — or  what  have  you?  It  is  a  money- 
maker and  community  builder  in  one. 

The  International  Model  15  was  especially  designed  and  fully  perfected  for 
this  inevitable  market.  It  fits  the  natural  coach  needs  of  every  community.  It  is 
bound  to  appeal  to  any  man  interested  in  passenger  transportation.  Furnished 
in  three  styles,  the  street-car  type  (shown  above),  the  Club  Coach,  and  the 
Sedan  Coach.  Equipped  to  carry  15  to  17  passengers  —  the  ideal  capacity. 
W^rite  for  the  Model  15  Coach  Catalog. 

International  Harvester  Company 


Anc  o      ««•  I.-  A  of  America 

606  So.  Michigan  Ave.      ancorpomUd) 


Chicago,  111. 


INTERNAnONAL 


SIX 
CYLINDER 


HA 


SIX 
CYLINDER 


*tg)(B 


iV&^ 


26 


ELECTRIC  RAILWAY  JOURNAL 


November  19, 1927 


Electric  Railway  Lubrication 

VETERANS 


TEXACO  proudly  boasts  of  a  staff  of 
Electric  Railway  Engineers  who  thor- 
oughly know  the  lubrication  require- 
ments for  every  type  of  rolling  stock, 
track,  power  plant  and  sub-station  in  the 
Electric  Railway  Industry. 

Every  one  of  these  men  has  had  years  of 
experience.  During  that  time,  each  has 
been  up  against  every  one  of  the  working 
conditions  that  come  up  on  any  road. 

Thus,  when  a  TEXACO  Lubrication 
Engineer  is  called  upon  by  a  road  to 
make  recommendations,  he  will  not  talk 
generalities.  He  will,  in  cooperation 
with  the  principal  in  charge,  offer  proofs 
of  ways  and  means  to  improve  operation 
— here,  by  supplying  a  more  efficient 
lubricant ;  there,  by  offering  a  more  eco- 


nomical lubricant;  and  in  another  place 
by  cutting  down  on  the  quantity  of 
lubricant  to  be  used. 

With  all  his  years  of  experience,  the 
TEXACO  Lubrication  Engineer  works 
with  one  thought  uppermost: 

To  provide  the  most  efficient  lubrication 
for  each  and  every  unit — and  the  most 
economical  according  to  a  hard,  dollars 
and  cents  basis. 

TEXACO  Lubrication  Engineers  have 
shown  the  way  to  such  economies  by  re- 
ducing maintenance  costs  on  millions  of 
car  miles  throughout  the  country. 

Only  a  veteran  Lubrication  Engineer 
should  be  trusted  to  effect  such  econo- 
mies— because  only  a  Veteran  can. 


% 


#}> 


There  is  a  TEXACO  LUBRICANT  for  every  purpose. 


THE  TEXAS  COMPANY 

'Texaco  Petroleum  Producti 

17  BATTERY  PLACE,  NEW  TORK  CITY 
Department  EN2 

OFFicES^iNTRTNcrpAL  "Cities 


November  19, 1927  ELECTRIC  RAILWAY  JOURNAL  27 

Waukesha  Heavy   Duty    Six   designed  for  Bus    and   Truck  Service 


Short 
Skirts 

vs. 
Long 


a-763-LC 


Long  skirts  are  grotesque — out  of  style  of  course  and 
cumbersome  too — but  not  more  so  than  some  of 
the  bus  engines  used  today.  In  the  incredibly 
short  time  of  three  years,  these  120  H.  P.  heavy  duty 
Waukesha  *«Ricardo  Head*'  bus  engines  have  revo- 
lutionized bus  and  truck  operators'  ideas  about 
design  and  performance.  At  the  American  Electric 
Railway  Ass'n  Convention  in  October  two-thirds  of 
the  bus  builders  who  purchase  engines  exhibited 
Waukesha  equipped  chasses.  This  is  certain  proof 
of  what  they  thought  of  them  after  three  years'  trial. 


Unusually  long  life  and  almost  touring  car 
mileage  are  the  outstanding  features  of  these  en- 
gines. Longevity  is  due  to  the  rigid  combin- 
ation of  "girder"  crankcase  and  a  huge  Zyi,-inch 
diameter  crankshaft,  also  to  an  abundant  supply 
of  filtered  oil  which  is  pressure-fed  to  all  bearings. 
Economy  is  due  to  the  use  of  the  genuine  "Ricar- 
do"  head.  Write  for  Bulletin  S92  describing  them. 


A-785-LC  AUTOMOTIVE      EQUIPMENT     DIVISION 

WAUKESHA        MOTOR        COMPANY 

Waukesha  Wisconsin 

Eastern     Sales     Offices  Eight     W.    40/A     Street  New    York     City 


Exclusive  Builders  of  Heavy  Duty  Automotive  Type  Engines  for  Over  Twenty  Years 


2g 


ELECTRIC  RAILWAY  JOURNAL 


November  19, 1927 


wf^pauaaum mini fii| iiiim 


Right  on 
Schedule  Time 


Soft  rubber  gaskets,  fitting 
tight  to  battery  posts,  prevent 
creeping  of  battery  acid,  and 
guard  against  corrosion.  And 
the  gasket  acts  as  a  shock 
absorber,  reUeving  cover  and 
posts  of  much  of  the  shock 
of  traffic. 

WILLARD  STORAGE  BATTERY  COMPANY 
CLEVELAND.  OHIO 


It 


t8\c68  only 


faul't 


to 


jualce 


litUe 


bis 


in 


Tdvls 


BcYvedules. 


3U0H  lainor 


^rou'bie 


Even 
as  * 


«  -battery  P°' 


,st  ot  ^ 


corroded 


Anal  -i^®  ^° 


lea\te-&® 


©an 


lauae 


,8in6  deW 


ftoid 

anemwrae--"  ^^^ 

+-0  putting 

,fa8   1-°^ 


bus  1^ 


red  fl6^«^ 
ation* 


for  tlie 


H""""""""|N' "'I'lI'M'""!! 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


29 


ROUND  THE  COUNTRY  WITH  TROLLEY  WIRE 

PHONO-ELECTRIC 


y^r^P^ 


I 


AGAIN — the  proof  of  4- times  wear 
from  OAKLANIX  CALIF. 


Oakland  made  its  first  instal- 
lation of  Phono  on  June  24th, 
1916.  Just  ten  years  and  two 
months  later  this  original  2/0 
wire  was  replaced,  with  ap- 
proximately 1,645,000  trolley 
passes  to  its  credit,  and  having 
given  approximately 
four  times  the  life  of 
hard -drawn  copper 
at  the  same  location. 
In  addition  the  Key 
System  Transit  Com- 
pany  states  that 
about  20%  of  its 
useful  life  still  re- 
mained. 


WE  MAKE 

Ledrite  Brass  Bod,  Phono-Electric 
Contact  Wire.  Plumrite  Brass  Pipe, 
PhonoHi-Strength,  Wire.  Tubular 
Plumbing:  Goods.  Condenser  Tubes, 
Su^ar  Tubes.  Brass,  Bronze  and 
Copper  Sheets.  Brass,  Bronze  and 
Copper  Tubes,  Auto,  Bicycle  and 
Pressure  Pumps,  Auto  Accessories. 
Stamping's,  Engravers'  ^  Copper, 
Specialties.  Screw  Machine  Prod- 
ucts, Pressed  or  Drawn  Products, 
Oil  and  Grease  Giins. 


We  cite  this  new  proof  of  Phono's 
wearing  qualities,  not  because  it 
is  unique,  but  because  even  now 
we  are  sometimes  accused  of 
exaggeration  when  we  make 
our  really  conservative  claim 
that  Phono  will  consistently 
outwear  hard-drawn 
copper  two  to  three 
times. 

The  Phono  Book 
tells  in  detail  just 
why  and  how  this 
exceptional  wear- 
ability  has  been  at- 
tained. Let  us  send 
you  a  copy. 


«• 


RRIDGEPORT  BRASS 

M-^      PHONO-ELECTRIC      PHONO  HI-CON      PHONO  HI- STRENGTH       k-/ 


A     COMPLETE     WIRE     SERVICE    FOR    ELECTRIC    RAILW^AYS 
Bridgeport  Brass  Co.,  Bridgeport,  Conn.      •      New  York      •      Philadelphia      -      Chicago      •      Detroit 


Cleveland 


30  '  ELECTRIC  RAILWAY  JOURNAL  November  19,  1927 


General's 
Hemy  IkUy  CusbionTm 
combines  in  one  product 
the  proved  principles  of 
all  cushion  tire  building. 
No  antiquated  methods 
or  mac^eiy  to  dmg  to- 
nothing  to  stop  General 
at  any  pomt  short  of  the 
absolute  Ifanit  of  perfection 


!ieV<l#'« 


m 


(GEMERAL 

TIME 

— goes  a  long  way  to  make  friends 
BUILT    IN    AKRON,    OHIO,     BY    THE    GENERAL    TIRE    AND    RUBBER    CO. 


lou'd  never  know 
that  this  was  an 
old  chassis 


Before  Lang  Craftsmen  tcxsk  it,  dismantled 
the  old  body  and  restored  its  revenue^building 
power  by  a  modern  body  created  and  built  by 
Lang,  this  old  chassis  was  badly  handicapped. 

It  was  still  perfectly  good  but  it  failed  to 
draw  the  riding  public  as  passengers.  The 
sexivng  was  \ac]<^ng.  It  had  the  power  but  not 
the  "pull." 

Note  the  result  after  being  modernizied  in 
Lang's  special  department  for  body  mainte- 
nance.  After  dll,  \t\  the  seXting  that  counts! 
Fine  in  line,  luxurious  in  appointments,  sturdy 
and  practical  in  every  detail,  this  new  Lang 
Body  puts  the  chassis  back  on  the  road  where  it 
can  earn. 

Look  over  your  equipment.  Lang  Bodies  will 
modernise  many  a  chassis  good  for  long  life  and 
mileage. 


Sterling  Ahr/c  on  Bus  Bodk 


iistheSeMn§ 


thai  counts 


/ 


AMPLE  headroom  is  characteristic  of  bodies  built 
-^^-  by  Lang.  Passengers  approach  their  seats  with' 
out  inconvenience.  From  the  moment  they  enter  until 
they  leave,  they  are  surrounded  by  every  comfort 
and  luxury. 

To  plan  such  bodies  requires  a  skill  that  is  highly 
speciali2;ed.  To  build  them  calls  for  a  degree  of 
workmanship  that  couples  sturdy  construction  with 
finesse  in  detail. 


THE  LANG  BODY  COMPANY,  CLEVELAND,  OHIO 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


35 


::^ujjyfzj^r^ 


Worcester's  50  new  cars 
equipped  with  H  &l  K  Seats 

The  50  new  cars  for  the  Worcester  (Mass.)  Consolidated  Railway 
are  excellent  examples  of  modern  interiors  fitted  with  Hale  & 
Kilburn  Seats. 

These  cars,  built  by  the  Osgood  Bradley  Car  Company,  are  equipped 
with  H  &  K  No.  392-A  Walkover  Seats  with  deep  springedge  divided 
cushions  and  divided  concave  springedge  backs. 

Whatever  your  seat  problem  may  be,  you'll  find  the  answer  in  Hale 
&  Kilburn  Equipment. 

Ask  for  our  latest  catalog — and  for  a  consultation 
with  one  of  our  representatives. 

HALE  8C  KILBURN  COMPANY 

General  Offices  and  Works:    1800  Lehigh  Avenue,  Philadelphia 

SALES  OFFICES: 
Hale  &  Kllbum  Co., 30  Church  St..  New  York  T.    C.   Coleman  &  Son.   Slarks  Bide..  Loulsrtlle 

Hale  &  Kilburn  Co.,  McComilck  Bldg.,  Chicago  ^    j,.    Jefferles.   Jr..   Mutual  Bldg.,   Elchmond 

E.  A.  Thornwell,  Candler  Bldg.,  Atlanta  ...    ^     .     ,  ,        „      .     .       „,j        t.  i.        m 

Frank  F.  Bodler.   903   Monadnock  Bldg..  San  Francisco  W.   D.   Jenkins.   Praetorian  Bldg.,  Dallas.  Teiaj 

Chris  Kccles.   320   San  Pedro  St..   Los  Angeles  H.    M.    Kulor.    146  N,   Sljlh  St..  Portland.  Oregon 


Kafe  and 
Kilburn 


36 


ELECTRIC  RAILWAY  JOURNAL 


November  19, 1927 


A  Worth  While  Suggestion 


to 


GENERAL  MANAGERS  GENERAL  SUPERINTENDENTS 

SUPERINTENDENTS  OF  EQUIPMENT  MECHANICAL  ENGINEERS 

SUPERINTENDENTS  OF  ROLLING  STOCK  MASTER  MECHANICS 


EACH  ROAD  has  its  distinctive  organi- 
zation set-up  —  but  on  each  road  some 
one  of  the  above  executives  is  deep  in  the 
throes  of  preparing  his  new  car  equipment 
and  car  rebuilding  program  for  1928. 

If  he  will  provide  funds  in  his  budget  for 
equipping  all  new  cars,  and  a  goodly  per- 
centage of  existing  ones,  with  Hyatt  Roller 
Bearing  journal  boxes — he  will  be  pointing 
the  way  toward  increased  efficiency  and 
economy  of  operation. 

Hyatt  equipped  journal  boxes  indicate, 
through  savings  accomplished,  a  quick  re- 


turn of  original  investment,  and  not  merely 
a  nominal  interest  rate  of  earning.  Practi- 
cally no  expense  for  oiling  or  inspection, 
the  elimination  of  expensive  brass  journal 
box  maintenance,  power  economy,  quiet 
operation,  etc.,  plus  the  satisfaction  to  pas- 
sengers through  greater  comfort — make 
thetn  a  desirable  and  inexpensive  addition 
to  street  cars. 

The  advantages  and  economies  of  Hyatt 
Roller  Bearings  are  worth  while  investi- 
gating. Our  engineering  counsel  is  at  your 
disposal. 


HYATT  ROLLER  BEARING  COMPANY 

Newark  Detroit  Pittsburgh  Chicago  Oakland 


Hyatt  journal  boxes 
meet  every  A.  E.  R.  A. 
requirement  for  stand- 
ard equipment  or  re- 
placement. 


Hyatt  Roller  Bearing 
journal  box  for  street 
railway  cars  —  cut- 
away to  show  con- 
struction. 


^a 


=;^=^  ^PRODUCT  OF  GENERAL  MOTORS  [ 


:^ 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


37 


Address E.-668L 


3S 


ELficTkiC  RAILWAY  JOURNAL 


Gh 


iliiiliiiil 


Back  in  1921  a  large  Wisconsin  industry  requested  the  services  of  our 
Lubrication  Engineers. 

Shortly  after  the  request  came  in,  an  expert  was  on  his  way  to  make  a 
survey  of  the  plant  and  to  recommend  lubricants  and  methods  of  applica' 
tion  that  would  result  in  decreased  lubrication  costs. 

The  survey  lasted  three  months  and  brought  about  a  substantial  annual 
saving  of  lubricating  oil. 

The  cost  of  lubricating  this  plant  during  December,  1921,  shortly  after 
the  test  was  completed,  was  one'half  less  than  the  cost  of  lubricating  the 
same  machinery  prior  to  the  survey. 

The  correct  application  of  the  proper  grades  of 

Standard  Oils  and  Greases 

in  this  plant  resulted  in  a  monthly  saving  which  was  even  greater  than  was  anticipated. 

Perhaps  our  engineers  can  bring  about  the  solution  of  one  or  more  of  your 
lubrication  problems. 

The  services  of  our  Lubrication  Engineers  are  available  to  every  industry  in  the 
middlc'west.  These  men  may  be  depended  upon  to  locate  and  "seal  the  leaks"  that 
decrease  efficiency  and  increase  lubrication  costs. 

To  avail  yourself  of  this  service  costs  you  nothing,  nor  does  it  obligate  you  in  any 
way.  Just  phone  or  write  our  nearest  branch  office. 

STANDARD  OIL  COMPANY 

(iQdiuu) 

910  South  Michigan  Avenue  Chicago,  Illinois 


^ 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


39 


■^'Tti^^K 


"CASHING  IN" 

on  Creosoted  Ties 

You  are  always  sure  to  "cash  in"  on  creosoted  ties.  Just  as  certain  as  cashing  the 
coupons  on  gilt  edge  investment  issues.  There  is  no  element  of  uncertainty  as  to 
their  long  life,  durability  and  fitness  for  electric  traction  service.  The  additional 
cost  for  creosoting  pays  for  itself  many  times  over.  Creosoted  ties  have  been  time  tested 
and  they  have  demonstrated  economical  service  in  both  open  and  closed  track.  Under 
heavy  steam  railway  traffic  they  are  rendering  over  twenty  years  of  service.  Some  roads 
have  cut  their  tie  renewals  in  half.  International  has  ties  in  service  on  the  New 
Orleans-Carrolton  Street  Railway  for  over  25  years  and  their  condition  indicates  they 
are  good  for  many  more  years.  During  a  street  improvement  program  in  New  Orleans, 
creosoted  ties  which  were  in  service  14  years  were  torn  up.  Their  condition  was  so  good 
that  the  ties  were  used  again  in  the  new  track  construction. 

A  recent  investigation  shows  that  24  prominent  electric  railways,  long  users  of  creosoted 
ties,  report  large  tie  savings,  and  that  treated  ties  proved  economical  and  satisfactory 
in  every  detail. 

International  Ties  are  manufactured  from  sound  timber — hewed  to  full  size — 
properly  seasoned  and  treated.  Strong  ties  which  will  stand  up  in  service  are  thus 
assured. 

International  Creosoting  and  Construction  Co. 

General  Office— Galveston,  Texas 

Plants :   Texarkana — Beaumont — Galveston 


High  Grade  Creosoted  Ties 


40 


ELfiCtRiC  RAILWAY  JOURNAL 


November  19, 1927 


It's  Cold  Enough  to  Think  of  Coils 


Railway  Supplies  and  Equipment 

Machine  and  Sheet  Metal  Work.  Machinery.  Grey  Ii'on  and 
Brass  Castin^g,  Patterns,  Porgrings.  Armature  and  Field  Coils. 


COLD  weather  once  more  brings 
the  thought  of  winter  "shorting" 
with  the  need  for  a  replenished  stock 
of  coils.  And  Columbia  is  once  more 
ready  to  supply  all  of  the  armature 
and  field  coils  needed  to  pull  through 
the  hardest  winter  you  could  be  called 
upon  to  face.  Quality?  Of  course, 
we'd  be  glad  to  take  you  through  our 
works  and  show  you  every  detail  of  the 
making.  Price?  That's  another  thing 
we're  proud  of.  Ask  us,  at  any  time, 
to  quote  you  on  your  coil  requirements. 


The  Columbia  Machine  Works  €k,  M.  I.  Co. 

263  Chestnut  Street,  Cor.  Atlantic  Avenue,  Brooklyn,  N.  Y. 


EASIER  BONDING  «.„,.... 

diameter  resistance 
New  SBR  wire   is   supported   horizontally. 


The  type  SBR  rheo- 
stat is  a  complete 
brazed  bonding  outfit  in  a  single 
portable  unit.  Space  opposite 
the  resistance  and  a  tool  box  provide  convenient 
storage  for  welding  furnace,  trolley  poles,  bonds, 
supplies.  Frame  made  of  strong,  light-weight  steel 
tubing.  Carrying  handles  slide  in  out  of  the  way 
when  not  in  use. 


Insulation  is  pure  mica.  Cur- 
rent steps  of  140,  165,  200  and  2+0  amperes  provide 
proper  regulation  for  low  voltage  and  full  voltage 
lines.     There's  nothicg  like  SBR. 

For  particulars  and  prices,  •write 


i 


The  Electric  Railway  Improvement  Company 
2070  EAST  61st  PLACE  CLEVELAND,  OHIO 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


41 


Track  Specialties 

for 

Electric  Railways 

Laying  out  and  fitting  up  of  special 
trackwork  in  an  especially  equipped 
shop  before  shipment  is  assurance 
that  the  trackwork  will  assemble 
accurately  on  the  job.  All  materials 
used  are  manufactured  in  Bethlehem 
Plants  to  the  high  standard  of 
Bethlehem  quality  and  workman- 
ship. 

Catalog  or  descriptive  literature 
sent  on  request 


Interior  View  of  One 

of  Bethlehem  Track 

Layout  Buildings. 


lllllllllillllllllllllllMIIIIIIIMIIIIIIMIIIIIIIIIIIillll 

A  condensed  list 
of  Track  Specialties 

Tee  and  Girder  Rails; 
Bethco  Rail  Anchors;  Ma- 
chine Fitted  Joints;  Splice 
Bars;  Hard  Center  Frogs; 
Hard  Center  Mates;  Rolled 
Steel  Alloy  Steel  Cross- 
ings; Guard  Rails;  Abbot 
and  Center  Rib  Base 
Plates;  Rolled  Steel 
Wheels  and  Forged  Axles; 
Tie  Rods;  Bolts;  Tie 
Plates ;  Pole  Line  Material ; 
Mine  Ties;  Light  Rails; 
Switches;  Switch  Stands; 
Grimm  Rail  Clamps  and 
Industrial  Track  Special- 
ties. 

iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiir 


BETHLEHEM  STEEL  COMPANY,    General  Offices:   BETHLEHEM,  PA. 

District  Offices: 

New  York         Boston         Philadelphia  Baltimore  Washington         Atlanta  Pittsburgh  Buffalo 

Cleveland       Detroit       Cincinnati       Chicago       St.  Louis       San  Francisco       Seattle       Los  Angeles       Portland 

Bethlehem  Steel  Export  Corporation,  25  Broadway,  New  York  City,  Sole  Exporter  of  Our  Commercial  Products 

BETHLEHEM 


42 


ELECTRIC  RAILWAY  JOURNAL 


November  19,  1927 


Just   as   the   electric 

railway  companies  have  to 
compile  and  be  guided  by 
exhaustive  statistics  as  to 
peak  loads,  traffic  densities, 
costs  per  mile,  and  so  forth, 
we  must  constantly  keep 
ourselves  informed  as  to 
purchasing  power,  density 
of  population  and  all  vital 
market  information  in 
order  to  maintain  our  ser^ 
vice  as  an  active  asset  of 
your  service^ 


CANDLER  BLD6.    NEW  YORK 


Appeal 


Quieiness 


Di^TDON  MBCHANICAl  TIE  CO. 

»-<«WTo»j;o«io 


i^^wr- 


The  Appeal  of 
Quietness 


Quietness  was  among  the  vital  developments  in 
railway  cars,  as  seen  at  the  A.E.R.  A.  convention. 

But  quietness  is  not  all  a  matter  of  cars.  After  you 
have  eliminated  grinding  gears,  and  creaking  frames, 
the  track  is  still  to  be  considered.  If  track  roars  and 
bumps,  the  quietness  of  the  cars  is  only  half  the  job. 

Dayton  Ties  help  eliminate  noise  in  two  ways. 

First  —  track  laid  on  Dayton  Ties  stays  smooth  — 
five  —  ten  —  fifteen  —  sixteen  —  we  don't  know  how 
many  years  since  the  inception  of  Dayton  Ties  i6  years 
ago  no  track  laid  on  them  has  failed. 

Second  —  the  feature  of  Dayton  Ties  which  absorbs 
destructive  vibration  —  the  vibration  that  would 
otherwise  destroy  concrete  —  also  absorbs  sound. 
Vibration  and  sound  are  closely  allied. 

Silent  cars  operated  over  Dayton  Tracks  give  you 
the  acme  of  quiet  operation. 


Dayton  Tie  Track  is  always  Smooth 


"N 


THE  DAYTON 
MECHANICAL  TIE  CO. 

DAYTON,  OHIO 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


45 


M 

-            d;.       V^                          Jjj^^^^H 

W^^^^f^^^M 

^^^^^■^iPHH 

I^^H  n  ^'H'^ni^R  pKwv     I  ^f^S 

il^^^ftirVvM 

wTf^L^-^  Iv 

—of  all  the  cars  shown  on 
the  exhibit  tracks  at 
Cleveland  were  equipped 
with  either  wheels  or  tires 
manufactured  by 

STANDARD  STEEL  WORKS  COMPANY 

PHILADELPHIA,  PA. 

BRANCH  OFFICES: 


CHICAGO 
ST.  LOUIS 
NEW  YORK 
HOUSTON 
PORTLAND 


:iSi 


RICHMOND 
MEXICO  CITY 
SAN  FRANCISCO 
ST.  PAUL 
PITTSBURGH 


WORKS:  BURNHAM,  PA. 


46 


ELECTRIC  RAILWAY  JOURNAL  November  19, 1927 

iimiiimiiimiiiiiiiiiimiiimiiiiiiiiiiiiiHiiiiiiiiiiimiiiiiitiiiHiiiiiiiDiiiiiiimmiMnH     aHMiiiiiimimmiiiiriiiiiiiiiiiiimiiimimiiiiiimiiiiiiiiiuiiiuiimimiiiiiiuiiimiiiiiimiiiiiiiiiHmiimumimum^ 


TRUCK  WITH  TOWER  IN  RUNNING  POSITION  | 

Trenton  Tower  | 

This  3 -Section  | 

is  not  only  more  convenient,  but  stronger  than  the  | 

older  type.  | 

The  top  section  is  reinforced  by  the  intermediate  | 

section.     The  3-section  design  makes  it  possible  to  | 

raise  the  platform  16  inches  higher  and  drop  it  12  | 

inches  lower  than  can  be  done  with  the  old-style  | 

2-section  tower.  | 

We'll  gladly  send  you  details.  | 

J.  R.  McCARDELL  CO.  I 

Trenton,  New  Jersey,  U.  S.  A-  I 

niiiiiiiiiiiiiiiiimiiiniiiitiiiiurriiijiir"i iiiiiiiiiiiiiiiiiiiiiiiiiirirniiiiiiiiiii""iiiiiiiiiiiuiriiiiiiiiiiiiiiiMiiiiiiuuuiiiiniiiiiiiiir 


Griffin  Wheel  Company 

410  North  Michigan  Ave. 
Chicago,  111. 


Griffin  Wheels 

with 

Chilled  Rims 

and 

Chilled  Back  of  Flanges 

For  Street  and  Interurban 
Railways 


Chicago 
Detroit 
Denver 
CleTeland 


FOUNDRIES: 

Boston 

St.  Paul 

Kansas  City 

Los  Angeles 

Council  Bluffs 

Tacoma 

Salt  Lake  City 

Cincinnati 

niiiiiniiiiiimiiiiiiiiiiiiiiiiiiiinniiimiiiuniiiiiuuiiiuiuuiiiiuiiiiiiiuiiimiiiiii! 


imuiimimitniiiiiiiiiuiiuiiuutiiiiiminiiiiiiiiii^ 


m^ 


-imiiiiriiiiMiiiiiintMiHiniiiiiuiiiniiiiiiinii'tiiMiiiitMiiiiiiriiiiiiitiiniiiniitiiiniiniiinMtiriiniiiiniiiiiiMiiMiiiiiiiminiiiiniimii 
^nmitiiiUMiuiiiiiiiiimiimiiiitiiuimiimiimiimuiiiiiiiiuiiiiMiiritiiiiiiiniriiMiiniiiiiiniiiiiinMiiiiiiniiniiittiiHiiiiniiniiiiiini*^ 


LE.  CARBONE 
CARBON  BRUSHES 


CirGun  firusfu^ 


11 

IS 
i  s 


Reason  Mo.  14 


Whether  in  the  power  house 
or  on  a  car,  the  failure  of  a 
carbon  brush  can  easily  tie  up 
the  line.  "Le  Carbone"  Car- 
bon Brushes  do  not  fail. 


r 


^ 


MORE- 
JONES 
TROLLEY 
WHEELS 

AND 
HARPS 


V= 


J 


W.  J.  Jeandron 

Factory  Terminal  Bldg. 
Fifteenth  Street,  Hobokcn,  N.  J. 
Plttshurgh   Office:   634  Wabash   BldB. 
Chiraeo  Offlre:  1657  Monartnock  Block 
San  Francisco  Office:  525  Market  Street 
Canadian  nistril>ntori>:  Lyman  Tobe  *  Supply  Co.,  \i 
>lontreal  and  Torontt- 


We  manufacture  various  types  of  trolley  equip- 
ment. The  quality  of  metal,  conductivity,  resistance  to 
friction,  eflFect  on  overhead,  shape  and  size  of  wheel 
groove,  have  all  been  carefully  worked  out  and  perfected. 
In  addition  to  the  highly  specialized  V-K  Oilless  Trolley 
Wheels  and  Harps,  More-Jones  make  the  most  complete 
line  of  lubricated  trolley  wheels  and  harps  to  meet  all 
requirements.     Let  us  quote  you. 

National  Bearing  Metals 
Corporation 

St.  Louis,  Mo. 

"MORE- JONES 


QUALITY  PRODUCTS" 


umuimiiiuuiiiiiumiiiu.imimimmmi.miiiiumuiHi.uuimiinmiinmiuuiiiiimiim .iiiiimiimii.iii mwmm -^^^ iMiimMrimmiiimiiiitiuiramiiii uiimiinnininn miimiimiiiiiiiniii .iiii.iiiiiiimiiiiiiiiiiiimmiii.'iiiii.iw 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


47 


Shulo 


r 


Front 


For:  TRUCKS,  MOTOR  BUSSES, 
TAXIS 

And  a  Complete  Line  for 

TRACTORS  and 
TRAILERS 

THE  QUIET  VOICE  OF  QUALITY 

A  Good  Front  Axle  is  a  modest 
thing.  It  never  pushes  itself  into 
the  limelight. 


FRONT  AXLES  ONLY 


Shuler  Axle  Co* 


Incorporated 
Louisville,  Ky. 


Member  of  Motor  Truck  Industries,  Inc..  of  America 


Like  Chickens  Come 
Home  To  Roost! 

To  repair  is  to  restore.  It  pays  to  wind  the 
best  tape  into  a  job  that  you  can  get.  That 
makes^the  job^as  good  as  new. 

Poor  tape  is  tricky  and  deceitful.  It  may 
not'go  bad  for  some  time,  but  when  it  does, 
then  the  blame^comes  home  to  roost  on  the 
furrowed  brow  of  the  man  who  took  a 
chance! 

For  Safety,  Use  Acme 

Varnished  Tapes 

Electrically  and  Physically  Tested  for 

DIELECTRIC  STRENGTH 
DIELECTRIC  CONSTANT 
DIELECTRIC  LOSS 
INSLfLATION  RESISTANCE 
POWER  FACTOR 
FLEXIBILITY 
RESISTANCE  TO  TEAR 
TENSILE  STRENGTH 
RESISTANCE  TO  OILS, 

ACIDS  AND  GASES 
RESISTANCE  TO  IMPREGNATING 

COMPOUNDS 

Acme  Varnished  Tapes  are  furnished  in  widths  of 
J  inch  and  wider,  and  in  rolls  of  continuous  length 
without  splices.  Special  widths  and  finishes  sup- 
plied on  order.    Write  for  catalog  3-J  for  your  files. 

THE  ACME 
WIRE  CO. 

Main  OflBce  and  Plant,  New  Haven,  Conn. 

Brancfies 

New  Torlc.  52  Vanderbilt  Ave.        CWeaeo,  427  Wert  Erie  Street 

Cleveland.  Guardian  Bldtr. 


«-<>»-<>«<>"»0»0-»-0>«0«0»0-»0« 


48 


ELECTRIC  RAILWAY  JOURNAL 

iiiiiiiimiiiiiiiiiiiiiiiiiHiiiiiiiHiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiitiiiiiMiun)-     HiiiiiiiimimiiiiiiiitiiiiiiiiiiiimiiiiiiiiiiiHiiiiiiiiiimiiiiiimii 


November  19, 1927 


Complete  satisfaction 

Operating  perfectly  and  requiring 
minimum  attention  for  maintenance 
and  lubrication,  Earll  Catchers  and 
Retrievers  give  genuinely  satisfactory 
results.  Their  refinement  of  design, 
and  mechanical  superiority  are  sum- 
marized in  the  following  five  features, 
peculiar  to  Earll  construction. 

No-wear  Check  Pawl 

Free-Winding  Tension  Spring 

Ratchet  Wind 

Emergency  Release 

Perfect   Automatic  Lubrication 

Earll  Catchers  and  Retrievers 
C.  I.  EARLL,  York,  Pa. 

Canadian    Agent* : 

Railway  &  Power  Ensineerlng  Corp.,  Ltd.,  Toronto,  Ont. 

In  All  Other  PorHgn  Countriet: 

International  General  Electrle  Co..  Sehenectadj,  N.  T. 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxes  and  overhead  registers 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  are  increased  IJ  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.    Over  4000  already  in  use. 

When  more  than  two  coins  are  used  as  fare,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.    Over  50,000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  is  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Each  barrel  can  be  adjusted 
to  eject  from  one  to  five  coins  or  one  to  six  tickets. 


Johnson  Fare  Box  Co. 

4619  Ravmswood  Avm.t  Chicago,  lit. 


liiiliiiiiiiiiiitiiiiiiiiiiniiiniiiniiiiiiiiitiiiiriiiilililtiiitiitiriitiiiiiiiitiiHiiiiiiiiiiiiriiiitiiiiiiiiiinuuiiiiiiiiiiitiiiniiMiiiniiHiiiMiiuS     niiiiiiiitinMiimiiiiiiniiniiiiii-iiiniiKiiniifniiniKiiniiiiiiimni' "iniiitiiiu iiiiinimiiiiMiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiniir 

jiiiiimiiiiiniiiiiiiiinMiuiiiiniiiriiniiiinMiriMiiiiinMiuiiHtiiniMniHiiiiiiiiiiiniMiiiiiiiiiiiiiiiniiiiiiiuiiiiiiiiiiiHiiiiiiimiHtiiin!:     siitiiiiiiiriiiiii niiiiiiii[iiiiiiiuiiiiiit[iiiiiiitiiiiiiuiiiiiniiiiiiiiiiiiiiiiuiii[iiiiin>iiiiiiiiiiiiiiiiiiiiii..iiiiiiuiiiiiiiuiiifiiiiiiiiiuiii 


Used  and  Surplus 
Equipment 


Drip  Points  for 
Added  Efficiency 


Tbey  prevent  creeping  moisture  and  quickly  drain  the  petti- 
coat in  wet  weather,  keepinr  the  inner  area  dry. 

The  Above  Insulator — No.  72 — Voltajes — ^Teet — Dry  04,000 
Wet  31,400.  Line  10,000. 

Our  engineers  are  always  ready  to  help  you  on  your  ^aM 
insulator  problem.    Write  tor  catalog. 


Hemingray  Glass  Company 

Muncie,  Ind. 


Est.  1848 — Inc.  1870 


INDIVIDUAL  items  of  used 
equipment,  or  surplus  new  equip- 
ment, or  complete  plants,  are  dis- 
posed of  (and  found)  through  adver- 
tising in  the  Searchlight  Section  of  this 
paper. 

This  is  the  section  which  so  effectively  aided  the  Government  in 
selling  the  many  millions  of  dollars  worth  of  surplus  material  and 
equipment  accumulated  durinfc  the  war  without  disturbincc  the 
market. 


"Searchlight" 


•wnirnnmrmiimini 


imiiiiiiininiiimimiiiiiiimiiimiiiiiimiiinrraiiiniiiiiiiniiimnimiiiiniiniiiiiimiiiiiiiiiiiiiniiii:     ^iiminniiimniiiniuiuiiiimiuuiiiiiiiiuuuiiimiiiiiuiiiiuuuiuiiiiiiii uiiiimnuiiiiniiiiiuiiniiu iiiiiiiinmiivniiusidl 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


49 


Electric    Motor    Driven    Sullivan     103-ft.    Portable    Compressor 
on  steel  wheels.     Cutulog  3383-E 


"DW-831"   Heavy  Con- 
crete   Breaker 
Catalog  sasi-l 


"Dr-331"     HoUon'     Pis- 
ton Rotator 
Cataloc  3%81-F 


Speed  Up 
With  Air 

The  Sullivan  electric  portable, 
Class  "WK-322"  compressor  is 
built  especially  to  speed  up  your 
construction  and  repair  work 
out  on  the  tracks.  It  takes 
power  from  the  nearest  feed 
wire  and  is  good  for  100  lbs. 
pressure.  Capacities  of  103  and 
206  cu.  ft.  are  available ;  and 
mountings  are  steel  wheels, 
rubber-tired  trailer  trucks,  skids, 
or  your  own  truck  or  work  car. 

Sullivan  "Busters",  run  by  the 
Sullivan  Compressor,  will  cut 
your  concrete  and  asphalt 
quickly ;  while  Sullivan 
Spaders  wll!  dig  clay  for  you 
at  half  the  cost  of  pick  and 
shovel  labor. 

Where  rock  is  to  be  drilled,  use 
Sullivan  Rotator  Rock  Drills. 
In  erecting  poles,  hoisting  ma- 
terials, or  pulling  cars  you  will 
find  the  little  345-lb.  Sullivan 
Turbinair  hoist  valuable.  It 
will  lift  a  ton  or  pull  a  50-ton 
car. 


Write 

today 

for 

Pictorial 

Booklet 

"Speed 

Up 
With 
Air" 


Sullivan  Spader, 
Catalog  3281-J 


Catalog   3S76-F 


MACHINERY  COMPANY  WM 

132  S.  MitJiigan  Ave.    ChlcaflO  M^^ 


'TREET  Railways  are  on  the 
threshold  of  a  new  era.  New 
track,  new  drives,  all  types  of  new 
equipment  are  in  evidence. 

Already  far  seeing  companies  in 
many  hundred  cities  and  towns 
have  installed  Elreco  Tubular 
Steel  Poles.     For — 

Elreco  stands  for  finest  appear- 
ance, greatest  adaptability,  lightest 
weight,  lowest  installation  and 
maintenance  cost.  Trolley  wires, 
lighting  wires  and  lighting  units 
are  all  carried  by  one  pole. 

It  is  no  longer  necessary  for  in- 
dividual companies  to  use  separate 
poles.  When  three  or  four  com- 
panies use  one  Elreco  Steel  Pole 
the  cost  to  each,  of  installation  and 
maintenance,  is  greatly  reduced. 

Investigate.  Thirty-five  years  ex- 
perience enables  us  to  meet  any 
requirement.     Address — 

The  Electric 

Railway  Equipment 

Company 

2900  Cormany  Ave.,  Cincinnati,  O.  or 
30  Church  St.,  N.  Y. 


m 


ELECTRIC  RAILWAY  JOURNAL 


J3»?Sf#«C 


■■-■-  -  a 


November  19,1927 

'I' 


fveLia?\eer^s 


fav^,  Bacon  d  ^avi& 

incorporated 

Engineers 

115  Broadway,  New  Xurk 
PHILADELPHIA  CHICAGO  SAN  FRANCISCO 


The  J.  G.  White 
Engineering  Corporation 

Engineers— Constructors 

Oil  Heflnerles  and  Pipe  Lines.  Steam  and  Water  Power  Plants.  Tnnimlsslon 
Systems,  Hotels,  Apartmeots,  Office  snd  Industrial  Buildings,  RailroadB. 

43  Exchange  Place  New  York 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 

NEW    TOKE  BOSTON  CHICAGO 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service— Financial  Reports 

Appraisals — IVIanagement 

52  Vanderbilt  Ave.  New  York 


Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 


Design 


Construction 
Examinations  Reports 


CHICAGO 


NEW  YORK 


Management 
Valuations 


SAN  FEANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER.    MASSACHUSETTS 

RCPORTS-  API>RAISAI.«  .  RATH . OreRATION  ■  SKRVICB 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Beports  Rstee  Service  InTestUation 

Studies    on    Financial    and    Pbysical    Behabllltation 
Beorvanization     Operation     Manacement 

683  Atlantic  Ave.,  BOSTON,  MASS. 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Sunday  Pass — Difierential 

Fares — Ride    Selling 

Holbrook  Hall  S-W-3 

160  Gramatan  Ave.,  Mt.  Vernon,  N.  Y. 


A.  L.  DRUM  &  COMPANY 

Consulting  and  Constructuig  Engtnem 

VALUATION  AND  FINANCIAL  REPORTS 

RATE  STUDIES  FOR  PRESENTATION   TO  PUBLIC  SERVICE 

COMMISSIONS 

CONSTRUCTION  AND  MANAGEMENT  OF 

ELECTRIC  RAILWAYS 

230  South  Clark  Street,  Chicago,  III. 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -    Reports 

Valuations   -  Management 

PHILADELPHIA 


NEW  YORK 


CHICAGO 


STEVEf^S  &  WOOD 

incorporated 

engineers  and  constructors 

120  BROADWAY,  NEW  YORK 


BNOINEERXNa 
CONSTEUCTION 


TODNGSTOWN.  O. 


FINANCING 
MANAGEMENT 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  F.  Wells  Albert  W.  Hemphill 

A  PPH  A  ISA  LS 

INVESTIGATIONS  COVERING 

Reorganization        Management       Operation        Construction 

43  Cedar  Street,  New  York  City 


LINN  &  MARSHALL,  Inc. 

Financing  —  Engineering  —  Management 

PUBLIC  UTILITIES 

ELECTRIC  RAILWAYS  —  MOTOR  BUSES  — 

GAS  —  ELECTRIC 

25  Broadway,  New  York  City 


E.  H. 

FAILE  &  CO. 

Designers  of 

Garages —  Service  Buildings — ^Terminals 

«41 

!.                                                  NltW  TOSS 

C.    B.     BCCHANAN 

Pretldent 


W.   H.   PBICB.   JB. 

Sec'y- Treat. 


JOHN   F.   LATNQ 
Vice-President 


BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 

Financial  Reports,   Traffic  Surveys 

and  Equipment  Maintenance 

,n«i"««™SSfi™.i  Phone:  NEW  TORE 

1U04  Citizens  National  rr«««w«.  01  ao  .^ ..  » 

Bank  Bldg.  Hanover:  2142  49  wau  Street 


M^CLELLAN  &  JUNKERSFELD 

Incorporated 

ENGINEERING  AND  CONSTRUCTION 

Ejcaminations — Report* — Viduations 

Transportation  Problems — Power  Developments 

68  Trinity  Place,  New  York 

Chicago  St.  Louis 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


51 


jiiiiimiiiiiiiiiiiiiiiiiiiiiiitiiiimimiiiiiiiiiiiiiiiniumimimiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiw 


iiumiiiiiiimiimiiiiiiiiiiiniiiiiiimiimiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiniinimmtiiiMimiiiiiiiiimiiiiiimiiiiiiHii^^ 


THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 

Boston,  80  Federal  Street 
Philadhlphia,  Packard  Building 
PITT8BDHOH,  Farmers  Deposit  Bank  Building 
CuBTBi^ND,  Guardian  Building 
Chicaqo,  Marquette  Building 
Cincinnati,  Traction  Building 
Atlanta,  Candler  Building 
PHOHNrx,  Ari».,  Heard  Building 
Dau,a8,  Tex.,  Magnolia  Building 
HoNOi,ui,n,  H.  T.,  Castle  &  Cooke  Building 
Portland,  Orb.,  Gasco  Building 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Detroit,  Ford  Building 

New  Orleans,  344  Camp  Street 

Houston,  Thxab,  Electric  Building 

Denver,  444  Seventeenth  Street 

Salj  Liakb  City,  Kearns  Building 

San  FRANCiscq,  Sheldon  Building 

LiOs  ANGELsa,  Central  Building 

Seattle,  L.  C.  Smith  Building 

Havana,  Cuba,  Calle  de  Agular  104 

San  Juan,  Porto  Rico,  Royal  Bank  Building 


SuimimiiiiillilluillliiiMiiiiiitiiiiiiiiiiitiiiiiiiiiiiiiiiiiniiiiiiiiiiiniiiiiiiiiimiiiiiiniiiMiiiiiiiniiniiitiiiiiiiiilMimiiiHiiitiiiiiiiniiiiiiiiiiiiiiiiiiniiiiiiiniiiiiininMiniliiiiiHiiri^ 


J.  ROWLAND  BIBBINS 

Engineer — 2301  Connecticut  Ave.,  N.W.,  Washington,  D.  C. 

TRANSPORTATION  SURVEYS 
Organi.'teil    Traffic    Relief   and    Transit    Development 
Co-ordinating    Motor    Transport,    Railroad    and    City 
Plans,  Service,  Routing,  Valuation,  Economic  Studies 

EXPERIENCE  IN  20  CITIES 


KELKER,  DeLEUW  &  CO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

Operating  Problems  Valuations  Traffic  Surreyi 

111  W.  Washington  Street,  Chicago,  111. 


THE  P. 

50  Church  St. 
NEW  YORK 


EDWARD  WISH  SERVICE 

Street  Railway  Inspection  131   State  St. 


DETECTIVES 


BOSTON 


When  writing  the  sdvertiaer  for  Information  or 

prices,  a  mention  of  the  Electric  Railway 

Journal  would  be  appreciated. 


■niiiiimiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiimiiiiiiiiiimiiiiiiiuiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii>i 

E 


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CRtOSOTED  I 

Railroad  Cross-ties;  Switch-ties;  Bridge  Tim-  = 

bers;  Construction  Timbers;  Mine  Timber^  1 

Lumber;  Piling;  Poles;  Posts  and  other  i 

Forest  Products  5 

I.FPi'ettiiman,6r  Sons  I 

\J  Wood   Pi-e^ervino    Planl"  I 

i  Charlej-ton  .S.C.  I 

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giiHimiiiiiiiiiiiiiiiiiiMiiiiMiiMniiiniiiiMiiiMnMitiiiiiMHiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiniiniiiiiiiiHiiiiiiimiiiiiiiiiiitiiiiiiiiiiiiiiHiH 

RAIL  JOINTS 


DYNAMOTORS 
WELDING  ROD' 

UNA.  Welding  &  Bonding  Co 
Cleveland  w  Ohio; 


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jiiiHlMiliMiliiiitiiniiiiiiiiiiniiiiiiilMillllllliiiilliilliiiliiiiiiiiniHiiiiiiiiiiiiiiiniiiilluillllltlllliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiir 

Gets  Every  Fare  I 

PEREY  TURNSTILES    I 
or  PASSIMETERS        I 

Dm  th«ni  In  7onr  PrepaTmeDt  Atmm  mnA         i 
Street  Can  | 

Perey  Manufacturing  Co.,  Inc.     i 

101  Park  Avenae.  New  York  Clt7  I 

'iiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiimiiiiimiiiiiimiiMiiniiriiiiMiiiiiniiniiiriiniinMniiiMiiiiiHiiniinMniiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 

=!iiritiinMiniiiiii)iiiiiiiiiiniiuiiniiniiiriiiiiiiiiiiiiiiuiiniiiiiiiiiiitiiiiiiiiiiiiiiiiiiiniitiiiiiiiiMiiiiiiiiiiiiiiriiiiiitiiitiiiiiitiiiiiiiiiiU! 


%iiniiiii>iiiiiiiiiitMiiiiiiiiiiiiriiiiiiniiiiiitiiiiH  timiiiitriiiiMitiitiriiiiiuiiiiiiiiiiiiiiiiiiiiriiitiiiitiiiriiiiriiiiiiimiiiiiiiimiiiinriiiiiG       =,, 


8 


8 


"Bates  Poles  Outlive  the  Bond  Issues  that  Buy  Them" 

Bates  Poles  and  Structures 


russ 


6- 


Genera/  Offices  and  Plantm 
EAST  CHICAGO,  INDIANA,  U.  S.  A. 

MiiiiiiimJtiiiiiiiiiiiiiiiiiitiiuiiiiiiiiiiiTiintiiiiiiiinniiiiiiniiriiniiiiiiitiiiiiiiiiniiiiiitiiiiiiiiiiMitiiiiiniiriiiiiiiriiiiiriiii! 


mimiinitiiiniiiniiiniiiiiMiiiiiiuiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiniiniiiitiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiriiiiiiiiiiiiiiiimiii''. 


aniiiiiiitiiitiiiiiintiiiiiuiiiiiiiiiiiiniiiiiiiiiiiriiniiitiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiiiiiiriiiiiiniiiiiiiiiitiiiitiiiiiiiiiitiiiitiiiiiiiiiiiii^ 

I  THE  WORLD'S  STANDARD  I 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 

on  your  equipment 

The  Universal  Lubricating  Co. 

CleTeland.  Ohio 

Ohicaco    Bepresentativea:    JameeonRoH   Company, 

Straoa  Bldg. 


''mVINGTON 


^5 


Black 
Varnished   Silk, 


and 
Varnished   Cambric, 


Yellow 
Varnished   Paper 


Irv-O-Slot   Insulation  Flexible  Varnished  Tubing 

Insulating  Varnishes  and  Compounds 

Irvington  Varnish  8C  Insulator  Co. 

Irvington,  N.  J. 
S<>/e5  Representatives: 

Mltchell-Eand  Mfg.  Co.,  N.  T.  Prehler  Brothers  Inc..  Chlcaco 

E.  M.  Wolcott.  Rochester  White  Supply  Co.,  St.  Louis 

1.  W.  Levine,  Montreal  Clapp  Sc  LaMoree.  Los  AnBTeles 

A.  L.  Gillies,  Toronto  Martin  Woodard.  Seattle 

Consumers*  Rubber  Co..  Cleveland 


^ ■ uiiiiiiiiiiiiiiiiliu iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiumiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiii iiiiitiiiiiiiiiniiiiiiiE     Si mil iiiiiiiiiiiiiininiiiiiiiiMiiiiiiniii iiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniuiiiiB 


52 


ELECTRIC  RAILWAY  JOURNAL 


November  19, 1927 


TAYLOR  ELECTRIC  TRUCK  CO. 

TROY,  N.  Y. 

Manufacturers  of 

ELECTRIC  RAILWAY  CAR  TRUCKS  for   MODERN   EQUIPMENT 

Journal  Bearings,  Journal  Boxes,  Pedestals,  Brake  Heads 

Brake  Shoes,  Brake  Chains,  Center  Bearings,  Etc. 

ELLIPTIC  and  COIL  SPRINGS  for  ANY  TYPE  or  MAKE  of  CAR  TRUCK 

Springs  for  Automobile  Trucks  and  Buses 

QUALITY  at  LOW  COST.   WRITE  US. 


imiiiiiiiiMimMiiiitiiiiiiiiiiitimiiimimiRniiiiiiiiiiiiiiiitiiimimuiniiiiiiniinuiiMiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiim  aiinniUMitiiimiiniiiiiiinimiiiuiimiitiiiiiiiiiiimiiiiiiimmimiimimiiitiiimiuiiiiiiiiimmiimiimiiiiiimiiHiiimiiHmiiimii^^ 


Lorain  Special  Trackwork 
Girder  Rails 

Electrically  Welded  Joints 
THE  LORAIN  STEEL  COMPANY 

Johnstown,  Pa.  i 

Salet   OfRees:  | 

Atlanti                       Chicaco                       Cleveland                       New  York  i 

Philadelphia                       Pittsburrb                       Dalla*  | 

Pacific  CoaMt    Representative:  = 

United   States   Steel   Products   Companr  | 

Los  Angeles                    Portland                    San  Francisco                    Seattlf  I 

Export  RepreMentative :  L 

United  States  Steel  Products  Company.  New  York,  N.  Y.  | 

dHHUUiHimiimiiimiiMiiiiiiiinniiiiiiMiiiUMUUiiuiiiiuiimimuiimiiiiiiuiiiiiiiniHiiiiiiiiuimiimiiitiiiiiiiitiiiitimmimiuuiE 


TISCO 

MANGANESE  STEEL 

SPECIAL  TRACKWORK 


Wharton  Tisco  Manganese  Steel  Trackwork 
will  help  you  hold  the  up-keep  down. 


I     WM.  WHARTON  JR.  &  CO.,  Inc.    | 

I  Easton,  Penna.  | 

:iiiiiiriiiiiiijjriiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiijiijiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiirajiiiiiiiiiiiiiijriiiriiiiiiiiiiiiiiiiJiuijiiiijiiiuiiiB 


mii(tiiiiiiiiiiMiniiiuiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiilinil)ltlinilllllllili)illinlillliniiniiltllinillillluiillillillilllilllllll&      atimiinrii>iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiuiiiiiiiiiiiitiiiiiiitiiiiiiiiiiiiiiiiiniiniiiiiiiiiiiiiiiiiitiiiiiiMiiiiiiiiMiiiti..iiiiiiiiiiiiiifin 


E     B.  A.  HEGEMAN,  Jr.,  FruldeU        H   A.  HEOEMAN.  Flrit  VloPrei.  tnd  Treii. 
i     F.  T.  SABQGNT.  Btcretirr  W.  C.  PETEBS.  Vlc«-Pre>.  StiM  tod  EDilDMrtm 


The  DIFFERENTIAL  CAR 


National  Railway  Appliance  Co.  | 

Graybar    Building.    420    Lexineton    Ave..    New    Tork  f 

BRANCH   OFFICES  | 

Munsey  Bldff.,  Washingrton.  D.  C.  100  Boylston  St..  Boston.  Maae.  i 

Hegem  an -Castle  Corporation,  Railway  Exchangre  Buildlnff.  Chicago,  111.  = 

RAILWAY  SUPPLIES  I 


Tool   Steel   Gears   and   Pinions 
Anglo-American     Varnish     Co.. 

Varnishes.   Enamels,   etc. 
National  Hand  Holds 
Genesee  Paint  Oils 
Dunham    Hopper    Door   Device 
Garland  Ventilators 
Walter  Tractor  Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.  Pitt  Spring  &  Mfg.  Co.. 

Springs 


Flaxlinum  Insulation 

Economy  Electric  Devices  Co. 

Power   Saving  and  Inspection 

Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers, 
Gong  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry  Automotive  Brake 
Testing  Ha<diine 


iiiitiiiiitiiniiiniiiniiuiiiiiiiitiiiiitiiiiiiiiiiitiiiitiiiniiiniiiiiiiiiiuiiniiiimiiiiiiiMiiiiiiiiiitiiiiP 


Standard  on  | 

60  Railways  for  | 

Track  Maintenance  § 

Track  Construction  = 

Ash  Disposal  = 

Coal  Hauling  = 

Concrete  Materials  i 

Waste  Handling  ^ 

Excavated  Materials  M 

Hauling  Cross  Ties  § 

Snow  Disposal  = 

Use  These  Ixtbo*-  Savers  % 


I  Differrotial  Crane  Car  I 

i  Clark    Concrete   Breaker  s 

=  Differential  3-way  Auto  Truck  Body  f 

I  Differential  Car  Wheel  Truck  and   Tractor  3 

I        THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.         f 

uiuiiiiiunmiimiiiiiiiHiiiiiiiiiiiiiiiiniiiHiiiiiiiniinMiniiHiiiniiHiiiniiiiiiiiniHiiiiumuuiiMiuiiiMiinMiiftiimiimiiiiiimiiiH^ 


3mnMimiMiiuiimniriinitiiMmiiiiMimiiiiiiimiimiMiiiimimimM[iiMMiMiiiiinirMiiiniiHiiitiiiuimMiiiMiiiMmM[MnmiiN^^ 

I  They  Slip  Into  Grooves 
I   Without  Hammering 

I  Thirty-seven  years  building  the  best  in 

I  coils  has  taught  us  how  to  make  coils 

I  that  slip  into  grooves  w^ithout  excessive 

I  hammering — for     hammering     shortens 

I  coil  life. 

No  coil  outlives  an   Elliott-Thompson. 
For  particulars  address — 

The  Elliott-Thompson 
Electric  Go. 

Ajax  Bnilding,  Cleveland,  Ohio 

mminiiiiiiiiiiiiiiiiimiiiiiiiimii iiiiiiimuiiiiiiiiuiiiiiiiiiiiiimiimiiiniiiiiiioimiiiiiiiiraiiuiiiiiiiiimiiiiiiiiii iiiiiiiiiiiiiiijjiiiiinnnHiiiiiiriiiiiiiiiiiiiiiiiiitiiiiiiiniiimiiiiiiimiiiinriiiiiiHiiimiiimraiiiimiimniiiiraiiniiniiniiiini inc. 


November  19,  1927 


vmiiiiiiiiiiiHiimiiiiiiiiiHiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiimmiii 


ELECTRIC  RAILWAY  JOURNAL  55 

g      ^"■"iiiiiuniiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiJiiiiiiiiiiiiiitiiiiiiiiiiiimiiniiiiiiiiiiiiiiiiiiiiinun;^ 


STEEL  CROSS  TIES 

insure  a  permanent,  repair-free  track.  Tempera- 
ture variations,  water  or  decay  will  not  aifect  it. 
C  Steel  Cross  Ties  are  now  being  used  in  practi- 
cally all  new  work  where  economy  and  permanency 
are  the  chief  considerations.  C  If  you  are  inter- 
ested in  "low-maintenance-cost"  track,  send  for 
a  copy  of  our  booklet — Steel  Cross  Ties. 

CARNEGIE  STEEL  COMPANY 

Qeneral  Offices  -  Carnegie  Building  •  434  Fifth  Avenue 

PITTSBURGH      tfOto      PENNSYLVANIA 


iiiiHiiimiiniiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiitiiiniiiiiiiiiiiiiniiiiiiiHiiiMiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiin^ 

iiiHiiHii"''tirriiuiinMiittiiit»iriMitMnini»iiiMiiiMiitiiitiiiirijitiiiiFiitiiiiiriiiiiiiiiiiiriiitiiiiiiiiiriiii»iiuriiiKiiniiii'''i''''iiiiiiiiiH 

-^       ELECTRICAL       ^' 
INSULATION 


MlCAlftF:     and    EMPIRE 

I'"         INSULATOR  *i^  #,     INSULATOR/ 


Micanite  and  Super -Micanite 
Sheets,  Commutator  Segments,  and 
Commutator  Rings. 

Micanite  Tubes  and  Washers 

Linotape,  Seamless  or  Sewn  Bias 
(Yellow  or  Black  Varnished  Tapes) 

Empire  Oiled  Cloths  and  Papers 
(Yellow  or  Black  I 

Compounds,  Varnishes,  Etc. 


I  Strombos  Signals  for 
Railway  Service 

I  A  pleasing  sound  of  tremendous  volume  is 

I  emitted  from  the  powerful  Strombos  Signal 

I  which  is  admirably  suited  for  railway  scrv- 

I  ice.    Day  in,  day  out,  it  broadcasts  a  warn- 

I  ing  of  approaching  danger   and   promotes 

I  safe  and  efficient  railway  operation. 

I  The   Strombos  Signal   operates  on  an   air 

I  pressure  of   10  lbs.   and  over  and  is  con- 

I  trolled  by  a  lever  valve  and  cord.     It  uses 

I  only  1/10  the  volume  of  air  required  by  a 

I  whistle.      It   has  no   moving  parts   which 

I  might  fail  in  the  emergency. 

I  IFrite  us  for  more  complete  data. 

I  AMERICAN  STROMBOS  CO. 

I  INCORPORATED 

I  18th  8C  Market  Sts.,  Philadelphia,  Pa. 

riiiiiiiiiiiiiiiitiuiiiiMiiiiiiiiiHiiuiiiiHiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiimiiiiiimiii 
g"""""" iiimiiimi mil iiiiiiii iiiiiiiiiin iiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiis 


Send  for  catalog  and  helpful  hookfei  on  Commutator 
Insulation  and  Assembly 

MICA  INSULATOR  COMPANY 

Lofg^ai  manufacturert  in  the  u>orld  of  mica  insulation. 
B»tchlUh«4  1898. 

New  York:  68  Church  St.     Chicago:  542  So.  Dearborn  St. 

Cleveland  Pittsburgh  Cincinnati 

San  Franci*co  Loa  Angelea  Seattle 

iVork'l  Schtnectady.  Neto  York.    Victortaoilh,  Canada;  London,  England 


Kif^lTE 

in  a  halTcenyury  of 

t/nu^tls  procfucf/on, 
s  spun  out  a  record 
of  performance 
that  is 

une<fua//e</\x\  the 
history  of  insulated 
wires  and  cables 


T!!l  KERITEiJIJi^k'cli^L?  COMPANY  V^ 


i;i 


siiiiiiHiiiiiiiiiiiiiiinni 


iimiiMiiiiiiiimiiiiiiimiiiHiimiimiiiiHiiiiiiuimiiii 


AiiimiiimuiiiuiiiiiiiiiUNmiimimuiiiiiiimiiiiiiiiii iiiiiitiiiiiriiiitiiiiiiiniiiiiiiiiiiiiiimuniiiiiiiuiiiiiiimiiuiiiiiiiiiiiiiiiR 


56 


ELECTRIC  RAILWAY  JOURNAL 


November  19,1927 


Searchlight  Section 

USED  EQUIPMENT  CS,  NEW— BUSINESS  OPPORTUNITIES 

UNDISPl-ATED — RATEPBUWOKD:  INFORMATION:  OISP1.AVEI) — BATE  PER  IN'CH: 

„.,.„,,..,.,,_  1   ro     3   inrh«fl $4.50    an   liidt 

fatittam    wojtUd.    i    centt   a   wwd.   mlnUnuiu  Bex    SMinbrm    in    care   of    any    of    our    olMces              I   lo     7   inches 4.311    an   Inch 

TiS  cents  an  inBertioo,  ptyable  Id  ftdvmnce.  count  10  word!  additional  in  undlsplayed  ads.             ^   [„  j4   inches 4.10    an  inch 

Polilwm    Vatmtt   and   all    oUier    cl«iSlncatlon«.  Duxotait  of   10%    it  one  payment  is   made   In  Bates  for  larger  spaces,  oryearlyrates.onreauest. 

8  cents  a  word,  mlnicaimi  charge  »2.fi0,  advance    for    four    consecutive    Insertitns    (rf  An  ttiwriuinfi   im-h    is   measured  vertically   on 

PrWMalt.  40  cents  a  line  an  Iniertion.  undlsplayed  ads    (not  Including   proposals).  tno  column.  3  columns — 30  Inches — to  a  paBe. 


POSITION     VACANT 


CLAIM  adjuster  and  investigator ;  one  ex- 
perienced in  the  preparation  of  cases  for 
court  trial  as  well  as  a  good  settler.  To 
such  a  man,  an  opportunity  to  Join  the 
staff  of  one  of  the  large  railway  and 
power  companies  in  a  city  of  more  than 
half  a  million  population  is  offered 
State  age,  years  of  experience.  P-62, 
Electric  Railway  Journal,  Guardian 
Bldg.,   Cleveland,   Ohio. 

MANAGER:  for  prompt  engagement  with 
combined  electric  railway  and  motor  bus 
operation  in  east  central  state,  having 
fifty  miles  of  operation ;  must  be  trained 
technician,  with  experience  in  dealing 
with  public  relationships  and  labor ;  reply 
with  full  particulars  covering  training, 
experience  and  references.  P-58,  Electric 
Railway  Journal,  1600  Arch  St.,  Phila.,  Pa. 


POSITIONS  WANTED 


EQUIPMENT  supervisor,  thoroughly  ex- 
perienced and  successful  in  maintenance 
of  city,  interurban  cars  and  buses,  de- 
sires to  change  location.  PW-Bl,  Elec- 
tric Railway  Journal,  7  So.  Dearborn  St., 
Chicago,  III. 


POSITIONS  WANTED 


GENERAL  superintendent  or  manager ; 
fifteen  years'  successful  experience.  PW- 
65,  Electric  Railway  Journal,  Tenth  Ave. 
at   36th   St.,    New    York. 

SUPERINTENDENT  transportation  ;  wide 
experience,  successful  record,  city  and 
interurban  operation,  desires  position. 
High  grade  reference.  PW-60,  Electric 
Railway  Journal,  Tenth  Ave.  at  36th  St., 
New  Tork. 


POSITIONS  WANTED?  Did  you  read  the 
foregoing  advertisements?  Same  thinff 
applies  in  your  case.  A  Searchlight  Ad  will 
introduce  you  to  responsible  officials  and 
executives.  Address  "SEARCHLIGHT," 
Tenth  Ave.  at  36th  St..  New  York  City. 


ItllKlttlllllllllllMIIIIIIIIIIIIIIIIIIIIIIIIHI 


FOB  SALE 

15  BIRNEY  SAFETY  CARS 

BrUl  BuUt 

West.    608   or   G.   E.    264   Motors 

Cars  Complete — Low  Price — Pine  Condition 

ELECTBIC  EQUIPMENT  CO. 

Commonwealth   Bids..    Philadelphia.    Pa. 


FOR  SALE  I 

Rotary  Converters 

2— G.  E.  Co.,  300  kw.  tvpe  T.C.  1 

6-300-1200     form     P.     1200  | 

r.p.m.,   60   cycle,   6   pole,   600  | 

volt,  direct  current  rotary  con-  | 

verters.  I 

Transformers 

4— G.  E.   Co.,   150  kw.  type  H,  I 

form    SPQT    2300-V./370  v.  | 

O.I.S.C.  transformers  with  re-  | 

actance    coils,     field     rheostat,  | 

aluminum    cell    lightning    ar-  = 

resters,      equalizer      switches,  | 

starting  switches.   In  first  class  | 

condition,     how  price.  | 

Immediate  Delivery  I 

Tacony  Housing  Association        | 

4921    Disston   St.,   Tacony,   Phila.,   Pa.  I 


Searchlight 
Results: 


Positions  Vacant: 


"The  strongrest  proof  that  your  Search- 
light Department  finds  its  way  to  many 
readers  is  shown  by  the  numerous 
letters  we  have  received  in  answer  to 
our  recent  advertisement." 
Secretary — A  Connecticut  Railway  Co. 

"You    g'ave    us    one    food    man    a8    a 
result    of    a   similar   advertisement   in 
the    Electrical    Railway   Journal    some 
time  ago.     Please  Eive  us  another." 
Proprietor  of  Steel  Sales  Agency. 


Equipment  For  Sale: 


Positions  Wanted: 


"The  result  of  advertising  in  the 
Search Uerht  Section  of  your  Electric 
Railway    Journal    I    have    secured    a 

position  with  The  Traction  Co. 

of  W.  Va." 

"I   received   8  replies   and  accepted   a 

position    with   the   Railway   Co. 

with  over  30%   increase  in  salary." 


"Our  advertisement  in  the  Electric 
Railway  Journal  located  a  buyer,  and 
I  have  disposed  of  the  car  in  question." 
President — Buffalo  Industrial  Plant. 
"We  have  disposed  of  all  of  our  Girder 
Rails  advertised  in  your  paper.  We  are 
frank  to  tell  you  that  the  material 
went  to  three  different  traction  lines 
and  represents  three  separate  and 
distinct  new  accounts.  Our  idea  is 
that  whep  it  comes  to  bringing:  some- 
thing to  buyers  in  the  traction  field, 
there  is  but  one  sheet,  and  that  is 
yours." 

Dealer — New  York  City. 
"There  is  no  necessity  for  the  con- 
tinuation of  this  advertising,  for 
the  reason  that  we  could  have  sold 
this  equipment  five  times  over  from 
the  advertisement  that  was  run  one 
time." 

Superintendent — A  Fennsylranla 
Railway  Co. 


Business  Opportunity: 


Equipment  Wanted: 


Advertisement  for  Investment  to 
develop  or  acquire  Traction  Light  & 
Pr,  "The  results  from  the  advertise- 
ment in  Electric  Railway  Journal  have 
been  satisfactory." 

New  York  City  Attorney. 


"The  two  insertions  of  this  advertise- 
ment which  you  displayed  in  admirable 
manner  were  sufficient  to  obtain  for 
us  the  exact  equipment  that  we 
desired."  ^ 

Superintendent — A   New    England 
Railway  Co. 


For  Every  Business  Want:  "Think  Searchlight  First 


ff 


J 1 


November  19, 1927        (^     ilM^Mi^HMlia  1    PKyliaM      [^  57 

Electric  Railway  Journal 


anmiriiiiiiiuiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimimiimiiiiniiiiMiiimiiiiiiiiiiHiiiniiiiiiiiiM 


TRACTION  AND  ELECTRIC  LIGHT 

PROPERTIES  for  SALE 


THE  Railway  properties  serving  the  City  of  Binghamton 
and  its  suburbs  together  with  Johnson  City  and  Endicott 
on  the  west  extending  about  ten  miles  from  Binghamton,  in- 
cluding Binghamton  Railway  Bus  Lines  operating  a  fleet  of 
seventeen  buses  in  and  about  the  City  of  Binghamton, 
Johnson  City  and  Endicott,  and  serving  about  125,000  people 
and  also  the  lighting  proj)erty  in  Endicott  and  portions  of  the 
Town  of  Union  will  be  sold  under  decree  in  foreclosure  on 
Thursday,  December  1st,  1927  at  2:30  P.M.  at  the  general 
offices  of  the  Binghamton  Railway  Co.,  375  State  Street,  in  the 
City  of  Binghamton,  N.  Y. 

The  railroad  proper  contains  47.72  miles  of  single  and 
double  track.  The  equipment  consists  of  seventeen  buses 
and  79  cars  all  in  good  condition  together  with  all  neces- 
sary railway  and  electric  light  paraphernalia  including  a 
plant  at  Binghamton. 

Opportunity  will  be  given  anyone  seriously  interested  in 
the  property  to  thoroughly  examine  its  records  and  the 
physical  property. 

The  Court  of  Appeals  recently  determined  the  rate  mak- 
ing power  exclusively  in  the  Public  Service  Commission. 
Increase  of  fare  to  ten  cents  with  a  strip  of  four  tickets 
for  thirty  cents  put  in  operation  on  October  16th,  1927. 

Binghamton  proper  has  a  population  of  about  80,000  and 
Johnson  City,  Epdicott  making  up  the  other  45,000. 

PARTICULARS  OF  SALE  may  be  obtained  from  WILLIAM  H.  RILEY, 
special  master  to  sell,  561  O'Neil  Building,  Binghamton,  N.  Y, 


.^ 11 

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58 


ELECTRIC  RAILWAY  JOURNAL 


November  19, 1927 


Advertisins.  Street  Car 
Collier  Inc.,  Barron  6. 
Air  Bittkes 

General  Electric  Co. 
WestingrhouBe  Air  Brake  Co. 
Anchors,  Gay 
Elec.  Service  Supplies  Co, 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 
Armature  Shop  TooU 
Columbia  Machine  Works  & 

M.  I.  Co. 
Elec.  Service  Supplies  Co. 
Automatic  Return  Switch 
Stands 
Ramapo  Ajax  Corp. 
Automatic  Safety  Switch 
Stands 
Ramapo  Ajax  Corp. 
Axles 
Bemis  Car  Truck  Co. 
Bethlehem  Steel  Co. 
Brill  Co..  The  J.  O. 
Carneerie  Steel  Co. 
Cincinnati   Car  Co. 
St.  Louis  Car  Co. 
Standard  Steel  Works  Co. 
Taylor   Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Axles.  Front 

Shuler   Axle  Co. 
Axles,   Steel 

Bethlehem   Steel   Co. 
Babbitt    Metal 

National  Rparing  Metal  Co. 
Babbitting    Devices 
Columbia    Machine    Works 
&   M.   I.   Co. 
Badgvs    and    Buttons 
Elec.    Service    Supplies    Co. 
International  Register  Co. 
Batteries.    Dry 

Nichols-Lintern     Co. 
Bearingrs.   Anti-Friction 

Hyatt    Roller    Bearing    Co. 
Bearings  and  Bearing  Metals 
Bemis  Car  Truck  Co. 
Cincinnati    Car   Co. 
Columbia  Machine  Works  & 

M.  I.  Co. 
Drew  Elec.   &  Mfg.  Co. 
Eureka  Copper  Products  Co. 
St.  Louis  Car  Co. 
National  Bearing  Metal  Co. 
Taylor   Electric   Co. 
Westinghouse  E.   &  M.  Co. 
Bearings,    Center    and    Boiler 
Side 
Cincinnati  Car  Co. 
Columbia  Machine  Works  & 

M.  I.  Co. 
Stucki   Co..   A. 
Bearings.  Roller 

Hyatt    Roller    Bearing   Co. 
Bearings,   Roller  and  Ball 

Timken  Roller-Bearing  Co. 
Bells  &  Bnixers 

Consolidated  Car  Heating  Co. 
Bells  and  Gon^ 
BHll   Co..   The   J.   G. 
Cincinnati  Car  Co. 
Columbia  Machine  Works  & 

M.  I.  Co. 
Elec.  Service  Supplies  Co. 
St.  Louis  Car  Co. 
Benders,  Rail 

Railway  Trackwork  Co. 
Bodies,   Bus 
Brill  Co..  The  J.  G. 
Cummings  Car  &  Coach  Co. 
T'^'tzjobn    'Mfer.    Co. 
Lang  Body  Co. 
St.  Loxiis  Car  Co. 
Bo«)t    Mnterial — Haskelite    & 
Plymetl 
Haskelite  Mfg.  Corp. 
Boilers 

Babcock  &  Wilcox  Co. 
Bond  Testers 
American  Steel  &  Wire  Co. 
Elec.  Service  Supplies  Co. 
Bonding  ApparatUH 
Amer.  Steel  &  Wire  Co. 
Electric    Railway    Improve- 
ment Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Railway  Trackwork  Co. 
Una  Wpiding  &  Bonding-  Co. 
Bonds,  Rail 
American   Steel    ft.  Wire  Co. 
Drew  Elec.  *:  Mfg.  Co. 
Electric    Railway    Improve- 
ment Co. 
Elec.  Service  Snpnlies  Co. 
General  Electric  Co. 
Ohio  Bra«s  Co. 
Railway  Trackwork  Co. 
Una  Weldine:  &  Bonding  Co. 
Weptinghouse  E.  &  M.  Co. 
Brackets  and  Cross  Arms 
(See  also  Poles,  Ties, 
Posts,    etc.) 
Columbia  Machine  Works  & 

M.  T    Co. 
Electric  Railway  Equipment 

Co. 
Elec.  Service  Supplies  Co. 
General  E^f^cMc  Co. 
Hubbnrd  &  Co. 
Ohio   BfJiBfl   Co. 
Brake  Adiniters 
BHll  Co..  The  J.  G. 
Cincinnati    Car   Co. 
National  Railway  Appliance 

Co. 
w#»8tinghotise   Traction   Br. 
Co. 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric   Railway  Industry 
with    Names    of    Manufacturers    and    Distributors    Advertising    iji    this    Issue 


Brake  Shoes 

American  Brake  Shoe  & 
Foundry  Co. 

Bemis  Car  Truck  Co. 

Brill    Co..    The   J.   Q. 

St.  Louis  Car  Co. 

Taylor   Electric  Co. 
Brake  Testers 

National   Railway  Appli- 
ance Co. 
Brakes^    Brake    Systems    and 
Brake  Parts 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 
Columbia  Machine  Works  & 
M.  I.  Co. 

General  Electric  Co. 

National  Brake  Co. 

Safety  Car  Devices  Co. 

St.  Louis  Car  Co. 

Taylor   Electric  Co. 

Westinghouse    Traction 
Brake  Co. 
Brakes.  Magnetic  Rail 

Cincinnati  Car  Co. 

Brashes.  Carbon 

Eureka  Copper  Products  Co. 

General   Electric  Co. 

Jeandron.   W.  J. 

Le  Carbone  Co. 

Westinghouse  E.  &  M.  Co. 
Brush  holders 

Columbia  Machine  Works  & 
M.  I.  Co. 

Eureka   Copper  Prod.    Co. 

General  Electric  Co. 
Bnlkheads 

Haskelite  Mfg.  Corp. 
Bns  Lighting 

National     Railway     Appli- 
ance Co. 
Bases 

Cummings  Car  &  Coach  Co. 

International   Harvester  Co 

Yellow  Truck  &  Coach  Co. 
Bases,   Gas,   Electric 

General  Electric  Co. 
Bashings.  Case  Hardened  and 
Manganese 

Bemis  Car  Truck  Co. 

Brill   Co..   The  J.   G. 
Cincinnati  Car  Co. 

St.   Louis  Car  Co. 
Cables    (See  Wires  and 

Cables) 

Cambric    Tapes,    Yellow    and 
Black   Varnished 

General   Electric  Co. 

Irvington  Varnish  &  Ins.  Co. 

Mica   Insulator   Co. 

Carbon    Brashes    ( See 

Brashes.    Carbon) 

Car   Lighting   Fixtures 

Elec,   Service   Supplies   Co. 
Car  Panel  Safety  Switches 
Consolidated  Car  Heating 

Co. 
Westinghouse  E.  &  M.  Co. 

Car  Steps.  Safety 

Cincinnati  Car  Co. 
Car  \«lieels.  Rolled  Steel 

Bethlehem  Steel  Co. 
Cars.   Damp 

Brill  Co..  he  J.  G. 

Differential   Steel  Car  Co. 

St.  Louis  Car  Co. 
Cars.   Cas-EIectrtc 

Brill  Co..   The  J.    G. 

General   Electric  Co. 

Westinghouse  Elec.  &  Mfg. 
Co. 
Cars.  Gas,   Rail 

Brill  Co..  The  J.  G. 

St.  Louis  Car  Co. 
Cars.  Passenger,  Freight,  Ex- 
press, etc. 

Amer.  Car  Co. 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Cummings  Car  &  Coach  Co. 

Kuhlman  Car  Co..  G.  C. 

St.  Louis  Car  Co. 

Wason    Car  Co. 
Cars.    Self-Propelled 

Brill  Co..  The  J.  G. 
Cars,  Second  Hand 

Electric  Equipment  Co. 
CastingR.  Brass  Composltlol 
or  Copper 

Cincinnati  Car  Co. 

Columbia  Machine  Works  *■ 
M.    1.    Co. 

Eureka  Copper  Prod.  Co. 

National  Bearing  Metal  Co. 
Castings,  Gray  Iron  and  Steel 

American  Steel  Foundries 

Bemis  Car  Truck  Co. 

Columbia  Machine  Works  & 

St.   Louis  Car  Co. 

Standard  Steel  Works  Co. 
Inc. 

Wm.    Wharton.    Jr.    &    Co.. 
Castings,  Malleable  A  Bran 

Bemis  Car  Truck  Co. 


Columbia  Machine  Works  & 
M.  I.  Co. 

St.  Louis  Car  Co. 
Catchers  and  Retrievers. 
Trolley 
Earn.    C.    I. 

Elec.  Service  Supplies  Co. 
Ohio   Brass   Co. 
Wood  Co..  Chas.  N. 
Ceiling    Car 

Haskelite  Mfg.  Corp. 
Ceilings,   Plywood   Panels 

Haskelite  Mfg.  Corp. 
Change  Carriers 
Cleveland  Fare  Box  Co. 
Electric  Service  Supplies  Co. 
Change  Trays 

Cincinnati   Car   Co. 
CIrcoit-Breakers 
General  Electric  Co. 
Westinghouse    E.    &   M.   Co. 
Clamps    and    Connectors    for 
Wires  and  Cables 
Electric  Railway  Equipment 
Electric    Railway    Improve- 
ment  Co. 
Elec.  Service  Supplies  Co. 
Hubbard   &  Co. 
Ohio   Brass   Co. 
Westinghouse  E.  &  M.  Co. 
Cleaners  and  Scrapers.   Track 
(See  also  Snow-Plows 
Sweepers  and  Brooms) 
Brill  Co.,  The  J.  G. 
Cincinnati    Car    Co. 
St.  Louis  Car  Co. 
Coal  and  Ash  Handling    (See 
Conveying      and      Hoisting 
Machiner>-) 
Coil     Banding    and     Winding 
Machines 
Columbia  Machine  Works  & 

M.  I.  Co. 
Elec.   Service   Supplies   Co. 
Westinghouse  E.  &  M.  Co. 
Colls,  Armature  and   Field 
Columbia  Machine  Works  & 

M.  I.  Co. 
Elliot   Thompson    Co. 
(?eneral    Electric  Co. 
Westinghouse   E.    &   M.    Co. 
Coils.    Choke   and    Kicking 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Coin   Changers 
Illinois    Motive    Equipment 

Co. 
Johnson   Fare   Box   Co. 
Coin   Counting  Machines 
Cleveland  Fare  Box  Co. 
International    Register   Co. 
Johnson  Fare  Box  Co. 
Coin  Sorting  Machinen 
Cleveland  Fare  Box  Co. 
Johnson    Fare   Box    Co. 
Coin    Wrappers 

Cleveland  Fare  Box  Co. 
Commafatnrs.   Partfi 

General  Electric  Co. 
Commutator    Slntters 
Columbia  Machine  Works  & 

M.  I.  Co. 
Elec.   Service   Supplies   Co. 
Westinghouse  E.  &  M.  Co. 
Wood  Co..  Chas.  N. 
Commutators   or   Parts 
Columbia  Machine  Works  & 

M.  I.  Co. 
Eureka  Copper  Prod.  Co. 
General   Electric  Co. 
Westinghouse  E.  &  M,  Co. 
Compressors,    Air 
General    Electric    Co. 
Sullivan   Machinery   Co. 
Westinghouse    Traction    Br. 
Co. 
ComnressorR,  Gas 

Sullivan   Machinery   Co. 
ComnressorR.  Portable 

Sullivan    Machinery  Co. 
Condensers 

Westinghouse  E.  &  M.  Co. 
Connectors.  SoIderlesR 

Westinghouse  E.  Sc  M.  Co. 
Connectors.     Trailer     Car 
Columbia  Machine  Works  & 

M.  I.  Co. 
Consolidated  Car  Heating  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Controllers  or  Parts 
Eureka    Copper    Prod.    Co. 
General   Electric   Co. 
Westinghouse  E.   &  M.  Co. 
Controller  Regnlators 

Elec.  Service  Supplies  Co. 
Controlling  SyRtemn 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Converters.  Rotary 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Copper  Wire 
American  Brass  Co. 
American  Steel  &  Wire  Co. 
Anaconda  Copper  Mining  Co. 


Copper  Wire  Instraments 
Measuring,  Testing  and 
Recording 

American  Brass  Co. 
American  Steel  &  Wire  Co. 
Anaconda  Copper  Mining  Co. 
Cord,    Bell,   Trolley,    Register 
American  Steel  &  Wire  Co. 
Brill   Co..   The  J.   G. 
Elec.  Service  Supplies  Co. 
In t ernation al    Register   Co . 
Roebling's  Sons  Co.,  J.  A. 
St.   Louis  Car  Co. 
Samson  Cordage  Works 
Cord  Connectors  and  Couplers 
Elec.  Service  Supplies  Co. 
Samson  Cordage  Works 
Wood  Co..  Chas.  N. 
Couplers.  Car 
American  Steel  Foundries 
Brill   Co..   The  J.   G. 
Cincinnati  Car  Co. 
St.  Louis  Car  Co. 
Ohio  Brass  Co. 
Westinghouse  Tr.  Br.  Co. 
Cowl  Ventilators 

Nichols  Lintern  Co. 
Cranes,  Hi^st  and  Lift 
Electric  Service  Supplies 

Co. 
Eureka  Copper  Prod.   Co. 
Cross  Arms    (See  Brackets) 
Crossing   Foandations 

International  Steel  Tie  Co. 
Crossing,  Frog  and  Switch 
Ramapo    Ajax   Corp, 
Wm.  ^Vha^to^.J^.&Co.,  Inc. 
Crossing    Manganese 
Bethlehem    Steel   Co, 
Ramapo   Ajax   Corp. 
Wm.  Wharton, Jr.&  Co..  Inc. 
Crossings 
Wm.    Wharton    Jr.    &    Co.. 
Ramapo  Ajax  Corp. 
Inc. 
Crossings.  Track    (See  Track 

Special  Work) 
Crossings,   Trolley 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E,   &  M.  Co. 
Curtains   &  Cartaln   fixtures 
Brill  Co.,  The  J.  G. 
St.  Louis  Car  (Jo. 
Catting   Apparatus 
Electric    Railway    Improve- 
ment Co. 
General  Electric  Co. 
Ohio  BVass  Co. 
Railway  Track  Work  Co. 
Una  Welding  &  Bonding  Co. 
W^estinghouse  E.  &  M.  Co. 
Dealer's  Machinery  &  Second 
Hand  Equipment 
Elec.  Equipment  Co. 
Tacony   Housing   Corp. 
Derailing    Devices     (See    also 

Track   Work) 
Derailing  Switches 

Ramapo    Ajax   Corp. 
Destination    Signs 
Columbia  Machine  Works  & 

M.  I.  Co. 
Electric    Service    Supplies 
Co. 
Detective    Service 

Wish-Service.  P.  Edward 
Door  Operating  Devices 
Brill  Co.,  The  J.  G. 
Cincinnati    Car   Co. 
Consolidated  Car  Heating  Co. 
National    Pneumatic    Co., 

Inc. 
Safety  Car  Devices  Co. 
Doors   and   Door   Fixtures 
Brill   Co..   The  J.   G. 
Cincinnati  Car  Co. 
Hale-Kilburn  Co. 
St.  Louis  Car  Co. 
Safety  Car  Devices  Co. 
Doors,  Folding  Vestibule 

National  Pneumatic  Co.,  Inc. 
DHIIr,    Rock 

Snilivan   Machinery  Co. 
Drills,  Tra«k 
Amer.  Steel  &  Wire  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Dryers.   Sand 
Elec.  Service  Supplies  Co. 
Ohio   Brass   Co. 
Westinghouse  E.  &  M.  Co. 
Ears 
Columbia  Machine  Works  & 

M.   T.   Co. 
Electric  Service  Supplies 

Co. 
General  Electric  Co. 
Ohio   Brass   Co. 
WcRtinghouse  E.  &  M.  Co. 
Electric  Grinders 

Railway  Trackwork  Co. 
Electric  Rivet  Heaters 
American   Car  &  Foundry 
Motors  Corp. 
Electrical  Wires  and  Cables 
Amer.  Electrical  Works 
American  Steel  &  Wire  Co. 
Roebling's    Sone    Co..    Jobn 
A. 


Electrodes,  Carbon 
Railway  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 

Electrodes,   Steel 

Railway   Trackwork   Co. 
Una  Welding  &  Bonding  Co. 

Engriiieers,     Consnltlng,     Con- 
tracting  and    Operating 
Beeler.  John  A. 

J.    Rowland   Bibbins 

Buchanan    &    Layng   Corp. 

Day    &    Zimmermann,    Inc. 

A.  L.  Drum  &  Co. 

Faile  &  Co..  E.  H. 

Ford,    Bacon    &   Davis 

Hemphill  &.  Wells 

Hoist,    Engelhardt  W. 

Jackson,  Walter 

Kelker    &    DeLeuw 

Linn   &   Marshall   Co. 

McClellan  &  Junkersfeld 

Richey.  Albert  S. 

Sanderson  &  Porter 

Stevens  &  Wood.  Inc. 

Stone  &  Webster 

White  Eng.  Corp..  The  J.  G. 
Engines,  Gas.  Oil  or  Steam 

Waukesha  Motor  Corn. 

Westinghouse  E.  &  M.  Co. 
Exterior  Side  Panels 

Haskelite  Mfg.  Corp, 
Fare  Boxes 

Cleveland  Fare  Box  Co. 

Illinois    Motive    Equipment 
Co. 

Johnson  Fare  Box  Co. 

Percy  Mfg.  Co..  Inc. 
Fare    Registers 

Electric   Service   Sup.  Co. 

Johnson   Pare  Box   Co. 
Fences,     Woven     Wire     and 
Fence   Posts 

Aome  Wire  Co. 

Amer.  Steel   &  Wire  Co. 
Fenders   and   Wheel   Guards 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Consolidated  Car  Fender  Co. 

St.  Louis  Car  Co. 

Star   Brass  Works 

Wood   Co..    Chas.    N. 
Fibre  and  Fibre  Tubing 

Westinghouse  E.  &  M.  Co. 
Field  Coils    (See  Colls) 
Floodlights 

Elec.  Service  Supplies  Co. 

General   Electric  Co. 
Floor,   8nb. 

Haskelite  Mfg.  Corp. 
Floors 

Haskelite   Mfg.   Corp. 
Forcings 

Brill   Co..   The  J.   G. 

Carnegie  Steel  Co. 

Cincinnati  Car  Co. 

Columbia   Machine    Works 

Eureka   Copper  Prod.   Co. 

Standard  Steel  Works  Co. 
Frogs   &   Crossings.  Tee  Rail 

Bethlehem   Steel   Co. 

Ramano  Ajax  Com. 

Wm.  Wharton.Jr.&  Co.,  Inn. 
Frogs,   Track    (See  Track 

Work> 
Frogs.   Trolley      „        „       _ 

Electric  Service  Supplies  Co 

General  Electric  Co. 

Ohio   Brass   Co. 

Westinghouse  E.  &  M.  Co. 
Fnnneii  Castings 

Wm.    Wharton.    Jr.    &    Co., 
Inc. 
Fnses   and   Fnse  Boxes 

Columbia  Machine  Works  k 
M.   I.   Co.  „     ^, 

Consolidated     Car    Heating 

General    Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Garage  Eqnipment   ^     .       , 
Columbia   Machine   Works    & 
M.   I.  Co. 

Westinghouse  Tr.  Br.  Co. 
Gas  Electric  Drive  for  Bases 
&  Trucks 

(General  Electric  Co. 
Gasoline  ,  ,   j. 

Standard  Oil  Co.  of  Indiana 

Texas  Company 
Gas    Producers 

Westinghouse  E.   &  M.  Co. 
Gates.  Car 

Brill   Co..   The  J.  O. 

Cincinnati  Car  Co. 

St.  Louis  Car  Co. 
Gear  Blanks 

Bethlehem   Steel   Co. 

Carnegie  Steel  Co. 

Brill   Co..   The   J^G. 

Standard   Steel   Works   C^o. 
Gear  Cases 
(Thillingworth  Mfg.  Co. 

Columbia  Machme  Works  A 
M.   I.   Co.  ,       ^ 

Elec.  Service  Supplies  Co. 

Westinghouse  E.  &  M.  Co. 
Gears    and    Pinions 

Bemis   Car  Truck   Co. 

Bethlehem   Steel   Co. 

Columbia  Machine  Works  & 
M.  T.  Co. 

Electric    Service    Supplies 
Co. 

General  Electric  Co. 

Kational  Railway  Appliance 
Co. 


November  19, 1927 


ELECTRIC  RAILWAY  JOURNAL 


59 


SmimiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiuiiiiiiiiiiiiiiiiiuiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiK       iiiiiiiiiiiiiiini iiiiiiiiiitiiiiiiiiiiiiiiiiriiiiiiitiiif iiiiniiitiiiiiiiiriiiiiiirinniiiinn ii iiiiiiiii i iiiiiii'^ 


:  GREEN 


1       B 


T!ED 


Boyerized  Parts: 


Brake  Plna 
Brake  Hangers 
Brtike  Levers 
Pedestal  Gibs 
Brake  Futcrums 
Tumbuckles 
Center  Bearings 
Side  Bearings 


Spring  Post  Bushings 

Spring  Posts 

Bolster      and      Transom 

Chafing  Plates 
Manganese  Brake  Heads 
Manganese  Truck  Farts 
Bushings 
Bronze  Besrtngi 
McArthur   Tumbuckles 
Can    be    purchased    throngh    the    following 
representatives : 
Economy  Electric  Devices  Co. 

72   W.   Van  Buren  St..  Chicago,   III. 
F.   F.   Bodler. 

903   Mon&dnock  Bldg.,  San  Francisco,  Ctl. 
W.   F.   McKenney, 

54   First   Street.   Portland,   Oregon. 
J.   U.   Denton. 

1328    Broadway.    New  York   City.   N.    Y. 
A.   \V.  Arlin. 

519    Delta  Bldg.,   Los  Angeles.    Cal. 

Bemis    Car    Truck    Company 

Springfield,  Mass. 

'imimiiiiiMiiniiuiiiiiiiiiiiiiiiiiiiMiiiuiiiiiuiiiniiiMiirMiniiiiiiiMiitiiitiiiiiiiiiiiiiiiiiiiiiiiiiiitMiiMiniiiriniiiniHiiitiiiiiiuiuiiiifni 


SEND  TODAY  | 

for    our    Publication    on      I 

SAFETY         I 

and  I 

EFFICIENCY    I 

in  Electric  Railway  | 

Signals  and  i 

Crossing   Bells  | 

"American"  I 

/JjNSVLATING    i 
m/  llrlc  oj>»f»Awnr     | 

521  HantinKdoD  St..  Philadelphia,  Pa.      i 

-liiiiitiiiniiitniiniiiiiiMniiiiiNiiriiiiMirriiiiiriiiiiiiiiiiiiiitiiiriiiiriiriiiiiiiuiiiiiiiirNiiiiiiiiiiiiiiuiiiiiiiitiiiiiiiiiiiiiiriiiiiiiiiriiiiiiriR 

^■iniiiiniinHiirMiiMiiiiiiiiiiiiiiiiiniiiiiitiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiHiiimmiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimimiiiiiiiiiiiii^      sniiiiiiimitnniitiiFiiiniiitiiitiiiiiiiitiiniiimiiiiiminiiiiiiitiiiininiiniiniiniuiiiuiiniiiiiiiiiiuiNiiiuiiuiiiiiiiiiiiniiiiiiiiiiiiiiii! 

Kalamazoo  Trolley  Wheels 

I  The  value  of  Kalamazoo  Trolley 

I  Wheels    and    Harps    has    been 

I  demonstrated  by  large  and  small 

I  electric    railway    systems    for    a 

I  period    of   thirty   years.     Being 

I  exclusive     manufacturers,     with 

I  no  other  lines  to  maintain,  it  is 

I  through  the  high  quality  of  our 

I  product  that  we  merit  the  large 

I  patronage  we  now  enjoy.    With 

I  the   assurance  that  you   pay    no 

I  premium    for    quality    we    will 

I  appreciate  your   inquiries. 

I  THE  STAR  BRASS  WORKS 

I  KALAMAZOO,  MICH.,  U.  S.  A. 

^iininillllliliiiiiiiiiiiiiiiniitiiiitiiniilriiniiniiuiiniiHiin iiriitiiiiiiiniillliiiiiiiiiiiillillniiiiiiiiliiiiiliiiiiiilillllliiililliliiiiiiip 

^iiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiJiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiJiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiuiijiiiiiie 

I  Efficient  Bus  Heating 

I  with 

The  N-L  Venti-Duct  Heater 


DoubU  Radatar 


International 
Registers 

Made  in  single  and  double 
types  to  meet  requirements 
of  service.  For  hand  or  foot, 
mechanical  or  electric  opera- 
tion. Counters,  car  fittings, 
conductors'    punches. 


I  The  International  Register  Co.  f 

I  15  South  Throop  Street,  Chicago,  Illinois  | 

aiiiiimimiiii iiimmiiiiiiiii iiiiiiiiiiiiiinii!iininiiiiiim iiiiiitiii iiiiniiiiii.iiiin iniiitiiiiiiiiuiiniimiuil 

giiiiiijiirriiiiniirijiirijiiiiiiiiiiiiriiiiiiiiiiiiiiirrriiii iiiiiriiir mil iiiiii i tiiiiiiiu 


CAR  COMFORT  WITH 

UTILITY 


HEATERS 

REGULATORS 

VENTILATORS 


I  i8241-2Z47  Indiana  St.  Write  tt  1328   Broadw.7     = 

I  Cfaleato,  lU.  Catalooue  New  York,  N.  T     = 

^■"" iiiiniiiuiiiiriiiiMilii mill milmiir u imimiimimimiimimiimimiimimiiiiiimiimimiiiiiiiiiF 

girimiiiiiiiiiiiiiiiuiiiiiiiii!,iimii riimiin mm mii mm iimiimiimimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiii. 

ILLINOIS  MOTIVE  I 

EQUIPMENT  COMPANY 

=  J.  D.  Elsom,  President  i 

I  RAILWAY   AND    AUTOMOTIVE    SUPPLIES  1 

I  35  EAST  WACKER  DRIVE,  CHICAGO  I 

i  WESTERN  REPRESENTATIVES:  I 

I  JOHNSON  FARE  BOXES  I 

I      METAL  TICKETS  COIN  CHANGERS       I 

'•""""""""""" mmiiiimmiii immill iiirmmimiimimiim r im mm mmimiimiimimil 

=""■" >■■""" iiiiiiiiiiiiiiiiiimiiiiiiiiiiiii mimiimimii mii iiimimiiiiiiiiiiiiiiiimimiiiiiiiiiiip.; 

CHILLINGWORTHI 

One- Piece  Gear  Cases        | 

Seamless — Bivetless — Light    Weight       = 

Best   for   Service  —   Durability   and        i 

Economy.     Write  Us.  | 

Chillingworth  Mfg.  Co.       I 

I  Jersey  City,  N.  J.  I 

F^iiimimmmiimmimimiim iiiii i mm miimim mimimiii MimimimiimMimiimmmmiiirl 

amiiiiiiiiiimiiiiiiiimiiiiiiiiiiiiimiiniii iimiimiiiiiiim mm iiiiiiimimiiimii iiiiiiiiiiiiiiniiii i nur. 

I  ilrSSil         Car  Heating  and  Ventilating        \ 

—are    no    longer    operating    problemg.       We   can    ihow    you  1 

ho**'  to  tBRe  care  of   both   with  one  equlDment.      The  Peter  = 

Smith     Forced    Ventilation    Hot     Air    Heater    will    aare     lo  - 

addition,    40%    to  60%    of  the  cost  of  any  other  ear  baat-  S 

iDg    and    rentllatlng    Bystem.      Write   for   detalU.  H 

ly, „|,.„,lf         "^he  Peter  Smith  Heater  Company        f 

I  '>7IIIIIIII|II1I\N  6209  Hamilton  Ave.,  Detroit,  Mich.  I 

'4llimiimiimiiimimiiiii mim iii mimmmimiimiimiimiii mm imimiimmimmimiiimiimiimiB 


3     i 


THE  NICHOLS-LINTERN  CO. 


7960  Lorain  Ave.  Cleveland,  Ohio 

^iiiiiniiiMiiiiiiiiiiiiMiMiiiiiriiiiriiiiMiriiiiiiiriiiiiiiniiiMiiiiiniiiiiiiiiiiiiiiiiniiiiiiiiirMiiiiiiiiiiiiiiiiniiiiiiniiiiiiiniiiiiiiiiniiiiiiiin 

^iiHiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiuiiniiiiiiiiiiiiiiiHiiiiiiiiiiiniiiiiiiMiiiiiiiiiiiiiiriiiiiiiiiiniiniiiiiiniiiMiitiiitiiiiiiiiiiitiiiiiii; 


EIGHT  WORKS  0/feir5m>fMY?l/^?,^^Y^(n^r^^ 

RAMAPO-AlAX-r,LUOT     liX^J""U^^iyi2^47^^ 


HIIXBURN,  NE>V  YORK 
NIACARjV  fails.  NY. 
CHICAGO.  ILLINOIS 
.  EAST  Sr.LOUIS.  ILL 
PUEBLO.  COLORADO 
SUPERIOR.WISCONSlfJ 
LOS  ANGELES.  CAT, 
NIAGARA  FAI.I,.S.ONT. 


.Tilliiini 


iiiiiiiiiiiniiiiiiiiiiiiiii 


._J 

•^^ 

■ 

RAMAPO  AUTOMATIC 
RETURN  SWITCH  STANDS 
FOR  PASSING  SIDINGS 
TEE  RAIL  SPECIAL  WORK 

(manganese  work  a  specialty 

sales  offices  at  all  works 

.  IJ.i/n  Ottice.  IIILLBURN,  N.Y. 


iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitijjtiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiijiiiiiiiiiiiiiiiiiiuiiHiiiiuiiiJiiiiiiiit: 


iiiiiimiiiiiiiiiitiiiiiiiiiimiimiiirr: 


H  B  LIFE  GUARDS 

j  PROVIDENCE  FENDERS  | 

i  Manufactured  by  1 

I  Consolidated  Car  Fbndbr  Co.,  Providbncb,  R.  1.  I 

i  General  Sales  Agents  i 

I  WENDELX.   &  HacDUFFIE   CO..   110   E.    4and  St.,   N.   Y.   a     I 

Tlmmimimimmmmii imimmmm miiiiimimiimmimimimmimmm i mimiiimimimimmmiimimiml 

aiiimilliimimiililllliii mimimimimiimiiiiiiiiiiiiiim m imiiiiimimimiiiiimiiiiii wiimimimm iiiii 

STUCKI 

SIDE 

BEARINGS 

A.  STUCKI  CO. 

Oliver  Bids. 
Pittsburgh,    Pa. 

'iiiiiiiiimiimraiiiiiiiiiimnmimiimimimiiniimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiimiiiiiiiiii i iiiiiiiiiraiimim 


60 


ELECTRIC  RAILWAY  JOURNAL 


Tool    Steel   Gear   &   Flnion 
Co. 
Generatorfl 

General   Electric  Co. 

Westinffhouse  E.  &  M.  Co. 
Girder   Rails 

Bethlehem   Steel   Co. 

Lorain    Steel    Co. 
Gonffs   (See  Bells  and  Gonps) 
Grease 

Texas  Company 
Grinders   and   Grinding 
SnppUes 

Metal    &    Thermit    Welding 
Co. 

Railway  Trackwork  Co. 
Grinders,  Portable 

Railway  Trackwork  Co. 
Grinders.  Portable  Electric 

Railway  Trackwork  Co. 
Grinding  Bricks  and  Wheels 

Railway   Trackwork  Co. 
Onard  Rail  Clamps 

Ramapo   Ajax   Corp. 

TVm.  Wharton,  Jr.  &  Co. .Inc. 
Gnard    Rails,    Tee    Rail    and 
Manganese 

Ramapo   Ajax   Corp. 

Wm.  Wharton.  Jr.  &  Co..Inc. 
Gnards,   Trolley 

Elec.  Service  Supplies  Co. 

Ohio  Brass  Co. 
Harps,    TroUey 

Columbia  Machine  Works  & 
M.  I.  Co. 

Elec.  Service  Supplies  Co. 

General  Electric  Co. 

National  Bearing  Metal  Co. 

Star  Brass  Works 
Headlights 

Elec.  Service  Supplies  Co. 

General   Electric   Co. 

Ohio   Brass  Co. 

St.  Louis  Car  Co. 
Headlining 

Columbia  Machine  Works  & 
M.  T.  Co. 

Haskelite   Mfg.   Corp. 
Heaters.  Bns 

Nichols-Lin  tern    Co. 
Heaters.  Car   (Electric) 

Consolidated    Car    Heating 
ing  Co. 

Gold  Car  Healing  &  light- 
Co. 

Railway  Utility  Co. 

Smith  Heater  Co..  Peter 
Heaters.    Car.    Hot    Air    and 
Wafer 

Smith  Heater  Co..  Peter 
Heaters.  Car.  Stove 

Smith  Heater  Co.,  Peter 
Heatern.  Electric  Rivet 

American   Car   &  Foundry 
Motors   Corp. 
Helmet* — Welding 

Railway   Trackwork    Co. 

Una  Welding  &  Bonding  Co. 
Hoists  and   Lifts 

Columbia  Machine  Works  & 
M.  T.  Co. 

Ford  Chain  Block  &  M.  Co. 
HoiR*^.  Portable 

Sullivan   Machinery  Co. 
Hose,  Bridges 

Ohio  Brass  Co. 
Hofie.   Pneomatle 

Westinghouse  Traction 
Brake    Co. 
Indnfitrial   Tra4*tors 

International  Harvester  Co. 
Instmments,  Measuring, 
Testing  and    Recording 

American   Steel   &  Wire  Co. 

General  Electric  Co 

National    Railway    Appli- 
ance Co. 

Westinghouse  E.  Sc  M.  Co. 
IttSQlatfng  Cloth.   Paper  and 
Tape 

General  Electric  Co. 

Irvington  Varnish  Sc  Ins.  (^. 

Mica  Insulator  Co. 

Okonite  Co. 

Okonite-Callender  Cable  Co. 
Inc. 

Westinghouse  E.  &  M.  Co. 
Insulating  Rilk 

Irvington  Varnish  &  Ins.  Co. 
Insulating  Varnishes 

Irvington  Varnish  &  Ins.  Co. 
Insulation    (See  also  Paints) 

Electric  Railway  Equipment 
Co. 

Electric  Service  Sup.  <3o. 

Irvington  Varnish  &  Ins.  Co 

Mica   Insulator  Co. 

Okonite   Co 

Okonite-Callender  Cable   Co. 
Inc. 

Westinghouse  E.  ft  M.  Co, 
Insulation    Slot 

Irvington   Varnish  &  Ins.  Co. 
Insulator  Pins 

Elec.  Service  Supplies  Co. 

Hubbard  &  Co. 

Ohio  Brass  Co. 
Insulators    (See  also  Line 
'     Material) 

Electric  Railway  Equipment 
Co, 

Elee.  Service  Supplies  Co. 

General    Elect  ric    Co. 

Hemingray  Glass  Co. 

Irvington  Varnish  &  Ins.  Co. 


Ohio  Brass  Co. 

Westinghouse  £.  &  M.  Co. 
Interior  Side  Linings 

Uaskelite  Mfg.  Corp. 
Interurban     Cars     (iSee    Oars 
Passenger,  Freight  Kxpress 
etc.) 
Jacks    (See  also   Cranes. 
Hoists   and   Lifts) 

Columbia  Machine  Wks. 

Eiec.  Service  Supplies  Co. 

Oil  Jack  Co. 
Joints.  Rail    (See  Rail  Joints) 
Journal   Boxes 

Bemis   Car   Truck   (3o. 

Brill  Co..  The  J.  G. 

C^cinnali    Car    Co. 

St.  Louis  Car  Co. 
Lamps,  Guards  and  Fixtures 

Elec.  Service  Sup.  Ck). 

Westinghouse  E.  &  M.  Co. 
Lamps.  Arc  and  Incandescent 
(See  also  Headlights) 

General  Electric  (io. 

Westinghouse  E.  &  M.  Co. 
Lamps,    Signal    and    Marker 

Eiec.  Service  Supplies  Co. 

Nichols-Llntem    Co. 
Lanterns.    Classification 

Nichols-Lintern  Co. 
Letter   Boards 

Haskelite    Mfg.    Corp. 

Nichols-Lintem     Co. 

Cincinnati  Car  Co, 
Ligliting     Fixtures.     Interior 

Electric   Service    Supplies 
Lightning  Protection 

Electric   Service   Sup.   Co. 

General  Electric  Co. 

Westinghouse    E.    &   M.    Cto. 
Line  Material    (See  also 
Brackets .    In sulators. 
Wires,  etc. 

Electric  Railway  Equipment 
Co. 

Electric   Service   Sup.   Co. 

Eureka  Copper  Prod.  Co. 

General   Electric   Co. 

Hubbard  &  Co. 

National  Bearing  Metal  Co. 

Ohio  Brass  Co. 

Westinghouse   E,    &  M.   Co. 
Locking  Spring  Boxes 

Wm.    Wharton.    Jr.    &    Co., 
Inc. 
Locomotives.   Electrle 

Cincinnati  Car  Co. 

Cummings  Car  &  Coach  (^, 

General    Electric   Co. 

St.  Louis  Car  Co. 

Westinghouse    E.    &   M,    Co. 
Lubricating  Engineers 

Standard  O'l  Co.  of  Indiana 

Universal    Lubricating    Co, 
Lubricants.  Oil  and  Grease 

Standard  Oil  Co.  of  Indiana 

Texas  Company 

Universal  Lubricating  Co. 
Manganeee   Paris 

Bemis  Car  Truck  Co. 
Machinery,  Insulating 

Amer.  Insulating  Mach.  (}o. 
Manganese  Steel  Castingf 

Wm.    Wharton.    Jr.    &    Co.. 
Inc. 
Manganese  Steel  Guard  Rails 

Ramapo    Ajax    Corp. 

Wm.    Wharton.    Jr.    &    Co.. 
Inc. 
Manganese   Steel.   Special 
Track   Works 

Bethlehem  Steel  Co. 

Ramapo   Ajax   Corp. 

Wm.    Wharton.    Jr.    &    Co.. 
Inc. 
Manganese    Steel    Switches, 
Frogs   and   Crossings 

Bethlehem  Steel  Co. 

Ramapo  Ajax  Corp. 

Wm.    Wharton.    Jr.    &    Co.. 
Inc. 
Mica 

Mica  Insulator  Co. 
Mirrors,    Inside    and    Outside 

Cincinnati    Car  Co. 
Motor  Buses    (See  Buses) 
Motors.     Generators     &    Con- 
trols  for  Gas   Electric  Buses 

General  Electric  Co. 
Motors,    Electric 

General  Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Mot  or  man's  Seats 

Brill   Co..    The   J.    6. 

Cincinnati  Car  Co. 

Electric  Service  Sup.  Co. 

Hale-Kilbum  Co. 

St.  Louis   Car   Co. 

Wood  Co..  CThas.  N. 
Nnts  and  Bolts 

Bemis   Car  Truck   Co. 

Bethlehem    Steel   Co. 

Cin'^innati    Car    Co. 

Hubbard    &  Co. 
Oil 

Texas  Company 
Oil  Purifiers 

T>e  Laval  Senarator  Co. 
Omnibuses    (See   Buses) 
Ovens 

Young  Brothers 
Oxy-Acetylene     (See    Cutting 

Apparatus) 
Packing 

Westinghouse    Traction 

Brake   Co. 
Paints   and   Varnishes 

Electric   Service  Sup.   Co. 

Irvington    Varnish    &   Ins. 
Co, 

Mica  Insulator  Co. 


Paints  &  Varnishes.  Railway 

National   Ry.   Appliance  Co. 
Panels.  Outside,  Inside 
Haskelite    Mig.    Corp. 
Pavement   Breakers 

Sullivan   Machinery  Co. 
Pickups.    Trolley    Wire 
Drew  Elec.  &  Mfg.  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Pinion  Pullers 
Drew  Elec.  &  Mfg.  Co. 
Elec,    Service    Supplies    (^. 
Wood  Co..  Chas.  N. 
Pinions   (See  Gears) 
Pins.    Case    Hardened.    Wood 
and    Iron 
Bemis   Car  Truck  Co. 
Ohio    Brass   Co. 
Westinghouse  Tr.  Brake  Co. 
Pipe   Fittings 
Standard  Steel  Works  Co. 
Westinghouse  Tr.  Brake  Co. 
Planers   (See  Machine  Tools) 
Plates  for  Tee  Rail   Switches 

Ramapo    Ajax   Corp. 
Pliers.    Rubber    Insulated 

Electric  Service  Sup.  Co. 
Plywood    (Roofs,  Headlining 
Floors.  Interior  Panels, 
Bulkheads.  Truss  Planks) 
Haskelite    Mfg.    Corp, 
Pneumatic    Tools 

Ingersoll-Rand    (^. 
Pole  Line  Hardware 
Bethlehem  Steel  Co. 
Electric  Service  Sup.  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Poles,  Metal   Street 
Bales   Steel   Co..   Walter 
Electric  Railway  Equipment 

Co. 
Hubbard    &  Co. 
Union  Metal  Mfg.  Co. 
Pole   Reinforcing 
Hubbard    &   Co. 
Poles,  Ties,  Posts,  FUing 
and  Lumber 
International   Creosoting  Co. 
Naugle  Pole  &  Tie  Co. 
J.  F.  Preltyman  &  Son 
Poles   &   Ties.   Treated 

International  Creosoting  Co. 
Poles,    TroUey 
Bell  Lumber  Co. 
Electric   Service   Sup.    Co. 
Poles.  Tubular  Steel 
Electric  Railway  Equipment 

Co. 
Electric  Service  Sup.  Co. 
Potheads 
Okonite   Co. 
Okonite-Callender  Cable  Co. 

Inc. 
Power   Saving  Devices 
National  Railway  Appliance 
Co. 
Pressings,  Special  Steel 
Cincinnati    Car    Co. 
Pressure  Regulators 
General  Electric  Co. 
Westinghouse   E.    &   M.    Co. 
Westinghouse  Traction 
Brake  Co. 
Pumps,  Air  Lift 

Sullivan   Machinery   Co. 
Pnmps.   Vacuum 

Sullivan   Machinery  Co. 
Punches.  Ticket 
International  Register  Co. 
Wood  Co..  Chas.  N. 
Rail  Braces  and  Fastenings 
Ramapo    Ajax   Corp. 
Rail  Grinders   (See  Grinders) 
Rail  Joints 

Carnegie  Steel  Co. 
Rail   Joints — Welded 
Lorain   Steel   Co. 
Metal    &    Thermit    Welding 
Co. 
Rails.  Steel 
Bethlehem  Steel  Co. 
Carnegie  Steel  Co. 
Rail    Welding 
Metal    &    Thermit    Welding 

Co. 
Railway  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 
Railway  Safety  Switches 
Consolidated  Car  Heating  Co 
Westinghouse  E.  &  M.  Co. 
Rattan 
Brill  Co..  The  J.  G. 
Cummings  Car  &  Coach  Co 
Electric  Service  Sup.  Co. 
Hale-Kilburn   Co. 
St.  Tx)uis  Car  Co. 
Registers  and  Fittings 
Prill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Electrif  Service  Sup.  Co. 
International  Register  Co. 
St.  Louis  Car  Co. 
Reinforcement.  Concrete 
Amer.  Steel  &  Wire  Co. 
Bethlehem   Steel   Co. 
Carnegie  Steel  Co. 
Repair  Shop  .\pp1iances   (See 
also  Coil  Banding  and 
Winding    Machines) 
Elec.   Sprvicp  Supp'ies  Co. 
R«*nair  Work   (See  also  Colls) 
Westinphouse  E.  &  M.  Co. 
Rcnlacers.  Car 
Cincinnati  Car  Co. 
Elpctric  Service  Sup.  Co. 
R'tftistances 
Consolidated  Car  Heating  Co 
\     General  Electric  Co. 


Resistance,  Wire  and  Tube 

American   Steel   &   Wire  Co. 

Westinghouse   E.   &  M.  Co. 
Retrievers,  Trolley    (See 
Catchers   and   Retrievers, 
Trolley) 
Rheostats 

General  Electric  Co. 

Mica  Insulator  Co. 

Westinghouse  E.  &  M.  Cto. 
Rivet   Heaters.  Electric 

American  Car  &  Fdry 

Motors    Corp. 
Roofing,   Car 

Haskelite  Mfg.  Corp.  " 
Roofs,  Car  Si  Bns 

Haskelite  Mfg.  Corp. 
Safety  Control  Devices 

Safety  Car  Devices  Co. 
Sanders,   Track. 

Brill  Co..  The  J.  G. 

O.  M.  Edwards  Co.,  Inc. 

Electric  Service  Sup.  Ck). 

Nichols-Lintern  Co. 

Ohio  Brass  Co. 

St.  Louis  Car  Co. 
Sash  Fixtures,  Car 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

St.  Louis  Car  Co. 
Sash.  Metal.    Car  Window 

Hale-Kilburn   Co. 
Scrapers,   Track    (See   Clean- 
ers and  Scrapers,  Track) 
Screw  Drivers,  Rubber 
Insulated 

Electric  Service  Sup.  Co. 
Seating  Materials 

Brill  Co..  The  J.  G. 

Fitzjohn  Mfg.   Co. 

Hale-Kilbum    Co. 

Haskelite  Mfg.  Corp. 

St.  Louis  Car  C!k). 
Seats.  Bus 

Brill  Co..  The  J.  G. 

Hale-Kilburn    Co. 

St.   Louis  Car  Co. 
Seats,  Car   (See  also  Rattan) 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 

Hale-Kilburn  Co. 

St.  Louis  Car  Co. 
Second  Hand  Equipment 

Electric   Equipment  Co. 

Tacony   Housing  Corp. 
Shades,   Vestibule 

Brill  Co.,  The'J.  G. 

Cincinnati  Car  <Jo. 
Shovels 

Brill  Co.,   The  J.  G. 

Hubbard  &  Co. 
Shovels,  Power 

Brill  Co..  The  J.  G. 
Side  Bearings    (See  Bearing 

Center  and   Side) 
Signals,  Car  Starting 

Consolidated   Car  Heating  Co 

Electric  Service  Sup.  Co. 

National  Pneumatic  Co.. 
Inc. 
Signals,  Indicating 

Nichols-Lintern   Co . 
Signal   Systems.  Block 

Electric  Service  Sup.  Co. 

Nachod  &  U.  S.  Signal  Co. 

Wood  Co.,   Chas,  N. 
Signal  Systems,  Highway 
Crossing 

Nachod  &  U.  S.  Signal  Co. 
Signals,  Warning 

American    Stombos    Co. 
Slack    Adjusters    (See    Brake 

Adjusters) 
Slag 

Carnegie  Steel  Co. 
Sleet  Wheels  and  Cutters 

Cincinnati  Car  Co. 

Columbia  Machine  Works  & 
M.    I.   Co. 

Electric  Railway  Equipment 
Co. 

Electric    Railway    Improve- 
ment Co. 

Electric  Service  SupplI^  Co. 

Eureka  Copper  Products 
Co. 

National  Bearing  Metal  Co 
Smokestacks.  Car 

Nichols-Lintern    Ck). 
Snow    Plows 

National   Railway  Appliance 
Co. 
Snow-Plows,     Sweepers     and 
Brooms 

Brill  Co.,  he  J.  G. 

Columbia  Machine  Works 
&  M.  I.  Co. 

Consolidated  Car  Fender  Co. 

Ciimmings  Car  &  Coach  Co. 

St.  Louis  Car  Co. 
Snow  Sweeper,  Rattan 

J.  G.  Brill  Co. 
Soldering    and     Brazing     Ap- 
imratus     (See    Welding 
Processes    and    Anparatns) 
Snecial    Adh*'«ive    Papers 

Trvineton   Varnish  &  Ins.  Co. 
Special    Trackwork 

Bethlehem   Steel   Co. 

Wm.  Wharton.  Jr.  &  Co..  Inc. 

Lorain  Steel  Co. 
Spikes 
'     American  Steel    &  Wire  Co 


November  19,  1927 

Splicing  Compounds 

Westinghouse  E.  &  M.  Co. 
Splicing  Sleeves   (See  Clamps 

and    Connectors) 
SprtBjgs 

National    Railway    Appli- 
ance  Co. 
Springs,  Car  and  Truck 

American   Spiral   Spring  Co. 

American    Steel    Foundries 

Amer.  Steel   &   Wire  Co. 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

St.  Louis  Car  Co, 

Standard  Steel   Works  Co, 

Taylor  Electric  Co. 
Sprinklers,  Track  and   Road 

Brill   Co,,    The  J.   G. 

Cummings   Car  &  Coach  Co. 

St.  Louis  Car  Co. 
Steel  and  Steel  Products 

American  Steel  &  Wire  Co. 

Carnegie  Steel  Co. 
Steps.  Car 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 
Stokers.  Mechanical 

Babcock  &  Wilcox  Co. 

Westinghouse  E.  &  M.  Co. 
StAp  Signals 

Nichols-Lintern    Co. 
Storage    Batteries     (See    Bat- 
teries,  Storage) 
Strain,    Insulators 

Electric  Service  Supplies  Co. 

General  Electric  Co. 

Ohio   Brass   Co. 

Westinghouse  E.  &  M.  Co. 
Strand 

American  Steel  &  Wire  (k). 

Roeblings   Sons   Co..   J.    A, 
Street    Cars    (See    Cars,    Pas- 
senger,   Freight.     Express, 
etc.) 
Superheaters 

Babcock   &  Wilcox  Co. 
Sweepers,    Snow     (See    Snow 
Plows,  Sweepers  and 
Brooms) 
Switch    Stands    and    Fixtures 

Ramapo  Ajax  Corp. 
Switches 

Eureka  Copper  Products 
Co. 

General  Electric  Co. 
Switches.   Selector 

Nichols-Lintem  Co. 
Switches    and    Switchboards 

Consolidated  Car  Heating 
Co. 

Electric    Service    Sup.    Co. 

Westinghouse  E.  &  M.  Co. 
Swit«he8.   Tee   Rail 

Ramapo  Ajax  Corp. 
Switches.   Track    (See   Track 

Special  Work) 
Tamoers.  Tie 

Railway  Trackwork   Co. 
Tapes  and  Cloths    (See  Insu- 
lating    Cloth,     Paper     and 
Tape) 
Tee  Rail  Special  Track  Work 

Bethlehem  Steel  Co. 

Ramano    A j  ax    Corp . 

Wm.  Wharton.  Jr.  &  Co..  Inc. 
Telephones    and    Parts 

Electric   Service  Sup.   Co. 
Telephone  &  Telegraph  Wire 

American  Steel  &  Wire  Co. 

J.   A.  Roeblings  Sons  Co. 
Testing  Instruments   (See  In- 
struments. Electrical  Meas- 
uring, Testing,  etc.) 
Thermostats 

Consolidated  Car  HeatingCo. 

Gold  Car  Heating   &  Light- 
ing Co. 

Railwav  Utility  Co. 

Smith   Heater  Co..   Peter 
Ticket   Choppers  &  Destrovers 

Electric  Service   Sup.   Co. 

Ties  and  Tie  Rods,  Steel 

Carnegie  Steel  Co. 

International    Steel    Tie    Co. 
Ties.  Wood  Cross    (See  Poles 

Ties,  Posts,  etc.) 
Tires 

General  Tire  Co. 

Kelly  Springfield  Tire  Co. 

Tokens 

Johnson   Fare  Box  Co. 
Tongue    Switches 

Wm.    Wharton.    Jr.    &    Co.. 
Inc. 
Tool    Steel 

Bethlehem  Steel  Co. 

Carnegie  Steel  Co. 
Tools,  Track  ft  Miscellaneous 

.\mer.  Steel  &  Wire  Co. 

Columbia  Machine  Works  & 
M.   I.   Co. 

Electric  Service   Sup.  Co. 

Hubbard   &  Co. 

Railway  Trackwork  Co. 
Torches,  Acetylene   (See  Cut- 
ting   Apparatus) 
Towers    and    Transmission 
Structures 

Bates  Exp.  Steel  Corn. 

Westinghouse  E.  &  M.  Co, 


November  19, 1927 


^iiitiiiiuiiiiiiiiimiiiiiiiiiiiiiiiMiiHiiiiiiniiiiiiiitiiiiiiiiii 

"The  Standard  for  Rubber  Insulation" 

INSULATED  WIRES 
and  CABLES 

"Okonite,""Manson,"  and  Dundee  "A"  "B"  Tapes 

Send  for  Handbook 

The  Okonite  Company 

The  Okonite-Callender  Gable  Company,  Inc. 

Factories,  Passaic,  N.  J.                    Paterson,  N.  J.  | 

Salet    Otncea:     New  York     Clilca«o     PitUburfh     St.  Lonli     AtlanU  | 

BirmiDrham     San  Francisco     Los  Angeles     Seattle  = 

Pettlngell- Andrews    Co..    Boston,    Mast.             >{S^^8^L  - 

F.  D.  Lawrence  Electric  Co..  Cincinnati.  O.        ^^^^!l^  I 

Novelty  Electric  Co..  Phila..  Pa.                fi^«<fcSc|  I 

Can.    Rep. :    Engineering   Materials   Limited.    Montreal.  | 

Cuban  Rep.:   Victor  G.    Mendoza  Co.,  Havana.  s 

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ELECTRIC  RAILWAY  JOURNAL  •    61 

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.'OTTNTINO 


FARE 

BOXES  for  BUSES 

Let  us  tell  you  of  this  especially  de- 
signed  box  for   this   class   of   service. 

The  Cleveland^Fare  Box  Co. 

4900  Lexington  Are.,  CleTelanil,  O. 

Canadian  Cleveland  Fare  Box  Co.,  Ltd. 
Preston.  Ontario 


And  Sorting  Machines  C^il^  Tokens 


Arc  Weld 


Rail  Bonds 


niiiiiiiiiiiii riiiiiiiiniiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiKMiuiiitiiiiiiiiiiiiiiiiiiiiniitrniiiiiiiiiiiMiiiiiiiiiiiiiiiii iiiiiuii: 

aimiiii iiriiiiriiiiimiiitiilllll>.llimilllllllllllllllliui lllliuiilllillllll riiliilll i tilii luilllllllP> 

AMELECTRIC  PRODUCTS 

BARE  COPPER  WIRE  AND  CABLE 

TROLLEY  WIRE 

WEATHERPROOF  WIRE 
AND  CABLE 


AND  ALL  OTHER  TYPES 


Descriptive  Catalogue  Furnished 


American  Steel  8C  Wire  Company 


I     i    Ber.  U.  S.  Fat.  Office 


PAPER  INSULATED 
UNDERGROUND  CABLE 


PltUbuisb 
Denver 


=     New  Tork  Boston 

1     Chicago  Cleveland 

I  V.  8.  Steel  ProducU  Co.  I 

=      Ran  Francisco  Los  .Angeles  Portland  Seattle      = 

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I  MAGNET  WIRE 

I  AMERICAN  ELECTRICAL  WORKS 

I  PHILLIPSDALE,  R.  I. 

i  Chicago.    20-32    West   Randolph   Street. 

I  Cincinnati.   Traction  Bldg. :   New  York.   100  E.   42nd  Bt. 

^nHiraimfmiiiiqiiiiiiiiiiiiimimimiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiniiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiuiiiiiinnimimnii; 


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nitiiiiiiiiiiiniiiniiniini'.j 


I  NAUGLE  POLES 

I     WESTERN  £  NORTHERN  CEPAF 


NAUGJLE  FOJLE  $r  TIE  CO, 

59  E.  MADISON  ST.    CHICAGO  ILL. 

A'f w' York  •  Columbus  •  Kunsos  City  •  Spokane  •  Vancoux'er-Bosior 


Chapman 

Automatic  Signals 

Charles  N.  Wood  Co.,  Boston 


iiiiiiiHiiiiiiiiiiiitiiiiniiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiitiiiniiiiiiiiiiiiiiii^ 


CAR  HEATING  8C  LIGHTING  CO. 


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guiiuiniiimimimiiiimi 

I  fAT  r\ 

I    yjyJLiiJ  220  36th  St.,  Brooklyn,  N.  Y. 

1        ELECTRIC  HEATERS 

I     THERMOSTAT   CONTROL— VENTILATORS      | 

I  WRITE  FOR  NEW  CATALOGUE  | 

^HiiiiiiiiiitiiiniiinriiiniiiiiiiiiiiniMiiiiHiriiiiiiniiiiiiiiiirinMniiriiiiniiNiiiMiitMiitiiiirniMiirrMntfiiiMiiiiiiirMiiiriiirriiitiiiriirii 
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WITH   OPEN    COIL   OR 
ENCLOSED  ELEMENTS 


AnacqndA 


RodfWire  and  Cable  Products 

ANACONDA  COPPER  MINING  COMPANY 
THE  AMERICAN  BRASS  COMPANY 
General  Offices    -    -  _25  Broadway,  New  York 

ANACONDA  TR0LLE;Y  WIRE 


^OM  fnin*  to  con) 


JohnA.Roebling's  Sons  Co..  Trenton. N.J. 


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NACHOD  &  UNITED  STATES  I 

SIGNAL  CO,  INC 

LOUISVILLE.KY. 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 

HIGHWAY  CROSSING  SIGNALS 

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:jitmiiiuiMiimiimniiimniiiiiMUiiiniiiriinmiitiiiiitiiiniiiiimimiiiiimimiiiMiiiniMiiiiiimiiiiiiiiimnmiMnMiiimuimiiM 

I  V  SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD      | 


t&»>i- 


.^^> 


=  Trade  Mark  Reg.  U.  S,  Pat.  Off.  = 

I  Made  of  extra  quality  stock   firmly  braided  and  Bmoothly  flnlfthed  i 

=  Carefully   inspected   and  guaranteed  free  from   flaws.  = 

=  Samples    and    information    ffladly    sent.  3 

I         SAMSON  CORDAGE  WORKS,  BOSTON,  MASS.         | 

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62 


ELECTRIC  RAILWAY  JOURNAL 


November  19.  1927 


Pan 

Acme  Wire  Co.,  The 47 

American  Brass  Co.,  The 61 

American    Car    Co 63 

American  Car  &  Foundry  Motors 

Corp Insert  11-12 

American  Electrical  Works.  ...  61 
American  Insulating  Mach.  Co.  .  69 
American   Steel   8t  Wire   Co ... .    61 

American  Steel  Foundries 6 

American  Strombos  Co..  The.  .  .  56 
American  Spiral  Spring  Mfg.  Co.. 

Insert  046b 
Anaconda  Copper"  Mininr  Co.  .  .  .    61 


Babcock  &  Wilcox  Co 51 

Bates  Exp.  Stfeel  Truss  Co 51 

Heeler   Organization,   The 50 

Bemis  Car  Truck  Co 69 

Bethlehem    Steel    Co 41 

Bibbins,  J.  Rowland 61 

Bridgeport   Brass  Co 29 

Brill  Co.,  The  J.  G 83 

Buchanan  &  Layng  Corporation.  50 


Carnegie   Steel   Co 55 

Chillingworth   Mfg.   Co 59 

Cincinnati  Car  Co.  . 14-15 

Cleveland  Fare  Box  Co.,  The.  .  .    61 

Collier.    Inc..    Barron   G 42 

Columbia  Machine  Works 

&  M.  I.  Co.,  The 40 

Consolidated  Car  Fender  Co.. 

„  The    59 

Consolidated  Car  Heatingr  Co. . .   61 
Cummings  Car  &  Coach  Co 17 


Dayton   Mechanical   Tie   Co.. 

Insert  53-54 

Day   &   Zjmmermann.    Inc 50 

De  Laval  Separator  Co 37 

Differential  Steel  Car  Co.,  The.  .    52 
Drum  &  Co.,  A.  L 50 


EarU.    C.    I 

Electric  Equipment  Co. 


.  .    48 
.  56-57 


Page 

Electric  Bailwa.v  Equipment  Co.  49 
Electric     Railway     Improvement 

Co 40 

Electric  Service  Supplies  Co ...  .  7 
Elliott-Thompson  Electric  Co.. 

The     52 


Faile  &  Co.,  EH 50 

Fitzjohn  Mfg.  Co 8 

Ford.  Bacon  &  Davis.  Inc 50 

Ford   Chain   Block   Co 946b 

"For  Sale"  Ads 67 


General  Electric  Co .    20.  Back  Cover 

General  Tire  Co..  The 30 

Gold  Car  Heating  &  Ltg.  Co ...  .  61 
Graham  Bros..  •  Insert  31-32-33-34 
Griffin    Wheel   Co 46 


Hale  &  Kilburn  Co 35 

Haskelite  Mfg.  Corp 62 

■Help   Wanted"  Ads 56-57 

Hemingway    Glass    Co 48 

Hemphill  &  Wells 50 

Hoist.  Englehardt  W 60 

Hubbard  *  Co 41 

Hyatt  Roller  Bearing  Co 36 


Illinois  Motive  Equipment  Co.  .    59 
International    Creosoting    & 

Constr.  Co 39 

International  Harvester  Co !"> 

International  Oxygen  Co 62 

International   Register   Co tut 

International  Steel  Tie  Co.. 

Fromt  Cover 
Ir\-ington   Varnish    &   Insulator 

Co 51 


Jackson.   Walter    60 

Jeandron.    W.    J 46 

Johnson  Fare  Box  Co 48 


Page 

Kerite  Insulated  Wire  &  Cable 

Co 55 

Kelker.    DeLeuw    &    Co 61 

Kelly-Springfleld    Tire    Co 24 

Kuhlman  Car  Co 63 


Lang  Body  Co Insert  43-44 

Le  Carbone  Co 46 

Linn  &  Marshall.   Inc 60 

Lorain    Steel  Co..   The 52 


McCar.|pll  Co..  J.  R 46 

McClellan  &  Junkersfeld    50 

Mica  Insulator  Co 55 

Metal   tc   Thermit   Corp 10 


Nachod  and  United  States  Signal 

Co..  Inc 61 

National  Bearing  Metals  Corp.  .  46 

National  Brake  Co.,  Inc 21 

National  Pneumatic  Co 13 

National   Railway  Appliance  Co.  62 

Naugle  Pole  &  Tie  Co 61 

Nichols-Lintem  Co..  The 59 


Ohio   Brass   Co 5 

Okonite-Callender  Cable  Co.,  Inc.. 

The 61 

Okonite  Co..  The 61 


Percy    Mfg.    Co..    Inc 51 

Positions   Wanted  and  Vacant  56-67 
Prettyman  &  Sons.  J.  F 51 


Railway  Track-work  Co 4 

Railway    Utility   Co 69 

Ramapo-Ajax   Co 69 


Page 


Richey.   Albert   S 50 

Roebling's  Sons  Co..  John   A .  .  .    61 


St.  Louis  Car  Co 18-19 

Safety   Car   Devices   Co 16 

Samson    Cordage    Works 61 

Sanderson  &  Porter    50 

Searchlight  Section    56-57 

Shuler  Axle  Co 47 

Smith    Healer    Co.,    Peter 69 

Standard  O  1  Co 38 

Standard   Steel   Works  Co 46 

Star    Brass   Works 59 

Stevens  &  Wood.  Inc 60 

Stone   &   Webster    60 

Slucki  Co..  A 69 

Sullivan   Machinery   Co 49 


Tacony     Housing    Corp 67 

Taylor   Electric  Truck  Co 52 

Texas  Co..  The 26 

Tool   Steel    Gear   &   Pinion    Co.. 

Insert  946a 


Una  Weld'ng  &  Bon 'ing  Co.  ...    51 
Universal    Lubricating  Co 61 


"Want"  Ads   57 

Wason    Mfg.   Co 63- 

Waukesha   Motor   Co 27 

Westinghouse  Electric  &  Mfg.  Co.    2 
Weslinghouse  Traction  Brake  Co.     9 

frharlon,   Jr.    &  Co.,    Wm 52 

"What    and    Where   to   Buy". 

68-60-62 
White  Engineering  Corp..  J.  G.  .  50 
Wtllard   Storage   Battery   Co ...  .    28 

Wish   Service.  The  P.  Edw 51 

Wood    Co..    Chas.    N 61 


Yelluw  Truck  &  Coach  Mfg.  Co.. 

22-23 
Youuff     Bros Insert  946b 


I 


Tower   Wagons   &   Transmis- 
sion  Structures 
MacCardell  &  Co..  J.  R. 

Track  Expansloo  Joints 
Wm.    Wharton.    Jr    &    Co., 
Inc. 

Track  Grinders 

Metal    &   Thermit    Welding 

Co. 
Railway   Trackwork  Co. 
Ramapo    Ajax    Corp. 
Una  Welding  &  Bondln*  Co. 
Track,   Special   Work 
Bethlehem  Steel  Co. 
Columbia  Machine  Works  & 

M.   I.   Co. 
Ramapo  Ajax  Corp. 
Wm.    Wharton.    Jr.    &    Co 

Inc. 

Trackless  Trolley  Can 
Brill  Co..  The  J.  G. 
St.  Louis  Car  Co. 

Transfers   (See  Tickets) 

Transformers 

General  Electric  Co. 
Westlnghouse  E.  &  M.  Co. 

TSf^*  Safety  Btair  Car  Step 
Cinciiinati  Car  Co. 

Tree.   Wire 

Okonlta  Co. 

Okonite-Callender  Cable  Co. 
Trolley  Bases 
National  Bearing  Metal  Co. 
Ohio  Braes  Co. 

TroDey  Basee,  Betrierinc 

Ohio  Brass  Co. 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  60 


Trolley    Bages 

Brill   Co..   The  J.   G. 
Westlnghouse  E.  &  M.  Co. 

Trolley   Material    (Overhead) 
Electric  Service   Sup.  Co. 
General   Electric  Co. 
National  Bearing:  Metal  Co. 
Ohio  Brass  Co. 
Westinffhouse  E.  &  M.  Co. 

Trolley    li^lieel    BiuhiiiKS 

National  Bearing  Metal  Co. 
Star  Brass  Works 

Trolley  Wheels    (See  Wlieels, 

Trolley) 
Trolley  Wire 

American  Brass  Co. 

Amer.   Electrical    Works 

American    Steel    Foundries 

Amer.   Steel   &  Wire  Co. 

Anaconda  Copper  Min.  Co. 

Bridgeport  Brass  Co. 

Roeblings  Sons  Co.,   J.  A. 
Trolleys  and  Trolley  Systems 

Ford  Chain  Block  &  M.  Co. 
Trncks.   Car 

Beims  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Cincinnati    Car   Co. 

Cummings  Car  &  Coach  Co. 

St.  Louis  Car  Co. 

Taylor   Electric  Co. 
Trucks,  Motor 

International  Har%-e8ter  Co. 
Truss  Planks 

Haskelite   Mfg.   Corp. 

Tabing,    Yellow    and    Black 
Flexible  Tarnish 
Irvington  Varnish  &  Ins.  Co. 


Turbine,  Steam 

General   Electric  Co. 
Westlnghouse  E.  &  M.  Co. 

Turnstiles 

El.ectric    Service    Sup.    Co. 
Perey  Mfg.  Co..  Inc. 

Torn  tables 

Electria  Service  Supplies  Co. 
Valves 

Ohio    Brass   Co. 

Westinghouse    Tr.    Br.    Co. 
Tarnished    Papers    and    Silks 

Irvington  Varnish  &  Ins.  Co. 

Ventilators 

National  By.  Appliance  Co. 

Tentilators,  Car 
Brill   Co..   The  J.   G, 
Cincinnati  Car  Co. 
Consolidated  Car  Heating  Co. 
Nichols- Lin  tern    Co. 
Railway  Utility  Co, 
St.   Louis   Car  Co. 

Testibule    Linings 

Haskelite    Mfg.    Corp. 

Welded  Rail  Joints 

Electric    Railway    Improve- 
ment Co. 
Lorain   Steel   Co..   The 
Metal  &  Thermit  Corp. 
Railway  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 

Welders,   PoHable  Electric 

Electric    Railway    Improve- 
ment Co. 
General   Electric  Co. 
Ohio  Brass  Co. 
Railway  Trackwork   Co. 


Una  Welding  &  Bonding  Co. 
Westlnghouse  E.  &  M.  Co. 
Welders.  Rail  Joint 
General   Electric  Co. 
Ohio   Brass   Co. 
Railway  Trackwork  Co. 

Welding   Processes  and 
Apparatus 

Electric  Railway  Improve- 
ment  Co. 

Metal  &  Thermit  Welding 
Co. 

Ohio   Brass  Co. 

Railway  Trackwork  Co. 

Una  Welding  &  Bonding  Co. 

Westlnghouse  E.  &  M.  Co. 

Welding  Steel 

Electric    Railway    Improve- 
ment Co. 
Railway  Trackwork   Co. 
Una  Welding  &  Bonding  Co. 

Welding  Wire 
American   Steel   &  Wire  Co. 
Railway  Trackwork   Co. 
Roebling's  Sons  Co.,  J.  A. 

Welding  Wire  and  Rods 

Railway  Trackwork  Co. 

Wheel    Guards    (See    Fenders 
and  Wheel  Guards) 

Wheel  Presses    (See  Machine 
Tools) 

Wheels.  Car.   Cast  Iron 

Grimn    Wheel    Co. 

niieels.  Car  Steel  &  Steel  Tire 

American  Steel  Foundries 
Bemis  Car  Truck  Co. 


Cairnegie  Steel  Co. 
Standard    Steel    Works   Co. 

Wheels.  Trolley 
Columbia  Machine  Works  & 
M.  I.  Co. 

National  Bearing  Metal  Co. 
Electric  Railway  Equipment 

Co. 
Electric  Service  Supplies  Co. 
Eureka  Copper  Prod.  Co. 
Star  Brass  Works 

Wheels,   Wrought   Steel 

Carnegie  Steel  Co. 

Whistles.  Air 

Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 
Westlnghouse    Traction 
Brake  Co. 

Window  Guards  &  Fittings 

Cincinnati  Car  Co. 

Wire  Rope 
Amer.  Steel  &  Wire  Co. 
Roebling's   Sons   Co.,   J.   A. 

Wires  and  Cables 

Acme  Wire  (^o. 
American  Brass  Co. 
Amer.  Electrical  Works 
Amer.  Steel   &  Wire  Co. 
Anaconda  Copper  Min.  Co. 
Bridgeport  Brass  Co. 
General   Electric  Co. 
Kerite    Insulated   Wire    and 

Cable  Co. 
Okonite  Co. 

Okonite-Callender    Cable  Co. 
Roebling's  Sons  Co..  J.  A. 
Westinghouse  E.  &  M.  Co. 


November  19,  1927 


ELECTRIC  RAILWAY  JOURNAL 


Power  consumption  2*4  K^  w*  h»  per  C»  M» 


Preliminary  tests  over  63.6  miles 
were  made  in  Cleveland  on  the 
Brill  1928  Model  Electric  Car 
with  most  gratifying  results.  Its 
power  consumption  of  2.4  kilo- 
watt hours  per  car  mile,  ob- 
tained through  car  meter  read- 
ing, was  accomplished  with  the 
car  loaded  aggregating  34,860 
lbs.  during  the  most  congested 


hours  when  stops  were  most  fre- 
quent. These  figures,  however, 
do  not  include  transmission  or 
conversion  losses  or  energy  con- 
sumed by  lights,  heater  or  air 
circuits.  Nevertheless,  they  are 
sufficient  to  indicate  compara- 
tively the  saving  in  power  pos- 
sible with  this  new  type  electric 
car. 


Brill  1928  Model  Electric  Car 

More  complete  information  on  its  performance 
will  be  mailed  upon  request. 


The  J.  G.  Brill  Company 

PmL-jflLDEL-PMIA.,  Pa.. 


American   Car    Ca    ^ 

ST    uaUIB     MO. 


C.C.  KuHLMAN  Car  Co. 

CL.CVCL-ANO.OhilO. 


Was  ON    Man  re  Co. 

^OqirMCFICl-D.  MASS. 


t     JOOO-kw.  synchronous  converter  with 
starting  panel 

2.  The  substation  building 

3.  Automatic  control  and  feeder  panels 


Only  2  Outages  in  2  years — 

and  both  were  brief 

The  Owenton  Automatic  Substation  of  the  Birmingham 
(Ala.)  Electric  Company,  in  operation  since  February 
1925,  has  had  only  two  outages.  Neither  was  caused  by 
failure  of  equipment  inside  the  station.  In  both  cases 
repairs  were  quickly  made  and  operation  was  promptly 
resumed. 

Power  is  brought  into  this  station  at  13,200  volts,  3 
phase,  60  cycles,  through  the  transformers  to  the  start- 
ing equipment  and  to  the  machine.  The  four  outgoing 
600-volt  d-c.  feeders  are  each  protected  by  Type  JR 
high-speed  circuit  breakers. 

A  time  switch  starts  service  at  4:45  A.M.  and  auto- 
matically shuts  it  down  at  8 :30  P.M.  During  the  day  the 
voltage  on  the  trolley  circuit  controls  the  action.  If  the 
voltage  is  high,  the  converter  automatically  shuts  down; 
when  the  voltage  is  low  the  station  automatically 
starts  up. 


The  first  automatic  railway 
substation  was  placed  inservice 
by  General  Electric  in  1914. 
The  success  of  these  early  in- 
stallations was  so  marked  that 
the  idea  spread  rapidly  and 
there  are  now  more  than  325 
G-E  automaticswitchingequip- 
ments  operating  in  railway 
service  of  all  types. 


GENERAL  ELECTRIC 


GENERAL      ELECTRIC      COMPANY.      S  CHENECTADY, 


Y.,       SALES       OFFICES       IN      PRINCIPAL      CITIES 


ELECTRIC  RAILWAY 

JOURNAL 


i-Hill  Piihlishing  Company,   Inc. 


NOVEMBER  26,  1927  Twenty  Cents  per  Copy 

Houston  public  library. 


HOUSTON.   TFXflS. 


Designed  to  be  the  last  word  in  modern 
revenue  equipment  for  street  railways, 
the  Brill  1928  Model  "lightweight"  elec- 
tric car  has  Timken  Bearings  not  only 
in  the  journals,  but  on  the  Nuttall 
double  reduction  gear  drives. 

Timkens  contribute  to  weight -saving, 
power  economy,  low  maintenance  cost, 
THE     TIMKEN     ROLLER     BE 


irniMnsn 


(g^rW  Tapered 
SiiXi  Roller 


swift  acceleration,  quietness  and  general 
refinement.  Timkens  are  the  anti-fric- 
tion bearings  which  make  all  this  pos- 
sible, because  only  Timkens  have  the 
endurance  and  thrust  capacity  for  the 
sharp  curves  of  electric  railway  tracks 
— the  result  of  Timken  tapered  construc- 
tion, Timken  electric  steel  and  Timken 
POSITIVELY  ALIGNED  ROLLS. 
ARING     CO.,    CANTON,    OHIO 

mmMm 


ELECTRIC  RAILWAY  JOURNAL 


Xovember  26, 1927 


.^^^ 


W-N  Drive 

advantages 

Lowest  steps 
Faster  acceleration 
Quiet  operation 
Motors  spring  born 
Gears  run  in  oil 
Greater  clearance 
Lighter  weight 
Lower  maintenance 


Four  Inches 

Nearer  the  Rail 


W"VT  DRIVE  cars  are  four  inches  nearer 
*  X^    the  rail — only  two  easy  steps  that 
women  and  children  can  easily  board. 

The  costly  and  inconvenient  ramp  is  entirely 
eliminated  and  a  low,  straight,  attractive  floor 
that  is  easy  to  walk  on  and  comfortable  to  stand 
on  greets  the  car  rider  after  boarding. 

The  W-N  Drive  accomplishes  this  with  the 
most  compact  gear  unit  ever  designed  for  rail- 
road drive  and  with  a  new  type  of  high  speed 
motor,  the  smallest  ever  used  in  street  car  ser- 
vice. This  motor  is  so  designed  that  22-inch 
wheels  can  be  used  with  greater  clearance  under 
the  motor  than  was  formerly  possible  with  26- 
inch  wheels. 

It  gives  to  car  designers  and  railway  companies 
a  freedom  to  apply  improvements  in  design  that 
will  do  much  to  attract  patronage  and  to  elimi- 
nate competition. 


Westinghouse  Electric  &  Manufacturing  Company 

East  Pittsburgh  Pennsylvania 

Sales  OfHceB  in  All  Principal  Cilies  of 
th«  United  States  anti  Foreign  Countries 


jJJBti. 


WestiBghoui^ 


UORRIS  BUCK 
ManiKlng  Editor 

JOHN  A    MILLER.  Jb. 
Associate  Editor 

CLARENCE  \V   SQUIER 
Associate  Editor 

CARL  \V.  STOCKS 
Associate  Editor 


mm 

Charles  Gordon,  Editor 


HENRT  W.  BLAKB 
Senior  Editor 

GEORQE  }.  MaoMITBBAT 

News  Editor 

G.  W.  JAMES.  Je. 
Assistant  Editor 

PAUL  WOOTON 

Washington  Correspondent 

ALEX  McCALLUM 
Editorial  Representatlre 
London,  England 


Vol.  70 

No.  22 


CONTENTS 


Pages 
971-1010 


NOVEMBER  26,  1927 
Editorials    971 

Progressive  Management  Retrieves  a  Small  Property .  .  974 

Facts  given  in  the  Coffin  Prize  brief  show  how  a  railway  in  a 
town  of  only  45,000  inhabitants  changed  the  deficits  to  a  surplus 
by  studying  the  transportation  needs  of  its  community  and  then 
meeting  these  needs  with  modern  equipment. 

One-Man  Operation  Reduces  Accidents  in 

Little  Rock 976 

Operating  Contract  Plan  for  Philadelphia's 

Broad   Street   Subway    977 

J.  Rowland  Bibbins,  consulting  engineer  for  the  city,  presents 
plan  with  novel  features.  Full  city  ownership  and  operation  by 
private  company  are  proposed. 

Cars  on  Berlin  Stadtbahn.  .  .  « 981 

By  Henry  W.  Blake. 
The  design  of  the  cars  selected  for  this  rapid  transit  road,  now 
being   electrically   equipped,   is   given    in   detail.     The   electrical 
equipment  includes  a  number  of  novel  features. 

Detroit  Accident  Record  Improving 984 

Rapid  Transit  Railways  Now  Serve 

Sydney,  Australia  985 

This  system  will  be  one  of  the  most  complete  rapid  transit  electric 
railways  in  the  world  when  lines  now  under  construction  or  pro- 
posed are  completed. 

Signs  That  Promote  Safety  in  El  Paso 987 

Valuation  of  Louisville  Railway  Has  Novel  Features .  .  988 

Report  on  cost  of  reproduction  of  the  Louisville  Railway  recently 
made  by  the  Beeler  Organization  uses  latest  Supreme  Court 
decision  as  basis.    Perpetual  inventory  method  is  recommended. 

Maintenance  Methods  and  Devices 991 

New  Equipment  Available 993 

American  Association  News 994 

News  of  Other  Associations 996 

News  of  the  Industry   997 

Foreign  News  Notes 1003 

Recent  Bus  Developments  1004 

Financial  and  Corporate 1006 

Personal  Mention   1007 

Manufactures  and  the  Markets 1009 


Your  Co-operation  Makes  It 
Possible 

EXECUTIVES  of  the  industry  have  come  to  look  for- 
ward to  the  Annual  Statistical  Number  of  Electric 
Railway  Journal  as  an  indispensable  compilation  of  tne 
year's  facts  and  figures — presented  early  in  the  new  year, 
while  the  facts  are  fresh  and  vital.  In  addition  to  the 
review  of  the  past  year  which  will  be  compiled,  not  in 
generalities  but  in  facts  and  figures,  the  coming  Annuai 
Statistical  Number  will  contain  a  forecast  of  activity  for 
1928 — compiled  from  budgets  and  estimates  furnished  by 
the  executives  who  control  individual  company  expenditures. 

The  annual  surveys  that  have  written  the  record  in  each 
year's  Statistical  Number,  of  operating  results,  total  capital 
and  maintenance  expenditures,  car  and  bus  purchases,  fluc- 
tuations in  railway  costs  and  fares,  security  issues  and 
maturities,  receiverships  and  reorganizations,  and  track 
construction  and  reconstruction,  will  be  continued.  In 
addition  to  these  surveys  and  the  forecast  of  the  industry's 
budget  for  1928,  this  year's  issue  will  include  many  new 
features.  There  will  be  even  more  thorough  analysis,  inter- 
pretation and  graphical  presentation  of  vital  statistics  than 
in  previous  years. 

This  service  to  the  entire  industry  is  made  possible 
through  the  whole-hearted  co-operation  of  individual  prop- 
erty managements.  There  has  always  been  a  gratifying 
return  to  the  Journal's  questionnaires.  These  are  care- 
fully condensed  so  as  to  require  minimum  time  in  fur- 
nishing the  information  required.  Forms  for  this  year's 
Statistical  Number  are  now  going  into  the  mail.  Your 
co-operation  in  submitting  the  data  requested,  as  completely 
and  promptly  as  possible,  will  aid  in  providing  for  you 
again  a  statistical  review  and  forecast  of  the  entire  in- 
dustry which  is  of  timely  interest  when  received,  and  which 
provides  throughout  the  year  an  invaluable  reference 
volume  of  essential  facts  and  figures. 


McGRAW-HILL  PUBLISHING  COMPANY,  INC. 

Tenth   Avenue   at  36th   Street,  New  York,  N.  T, 

New  Yorlj  District  Office.  285  Madison  Are. 

Cable  Addrmi:  "Machlnlit,  N.  T." 


t*^^ 


Jaues  H.  MoGbaw.  President 

Jambs  H.  McGbaw,  Jb.,  V.-P.  and  Treii. 

Malcolm  Mijib,  Vice-President 
Edward  J.  Mbhrbn,  Vice-President 
Mason  Bb'tton.  Vice-President 
Edgar  Kobak,  Vice-President 
C.  H.  Thompbon,  Secretary 
Washington: 

National  Press  Building 
Chioaoo: 

7  S.  Dearborn  Street 
Philadblpbia: 

1600  Arch  St. 
Cleveland ; 

Guardian  BuUdlDK 
St.  Lodis: 

Bell  Telephone  Building 
San  Francisco: 

883  Mission  Street 
London: 

6  Bourerie  Street,  London,  E,  C.  4 
Member  Associated  Business  Papers,  Inc. 
Member  Audit  Bureau  of  Circulations 


Publishers  of 

Bnglmeering  Neiet- Record 

Amorican  MachinUt 

Power 

Chemical  and  Metallurgical  Engintering 

Cool  Age 

Coal  Age  New$ 

Engineering  and  Mining  Jownal 

Ingenieria  Intarnaeionai 

Bus  Transportation 

Electrical  Railviay  JoyrmU 

Electrical  World 

Industrial  Engineering 

Electrical  Merchanditint/ 

Radio  Retailing 

Construction  Methods 

Electrical  West 

(Published  in  San  Francisco) 

American  Machinist — European  Edition 

(Published  in  London) 

The  annual  subscription  rate  Is  14  In  the  United  States.  Canada,  Mexico,  Alaska, 
Hawaii,  Philippines.  Porto  Rico,  Canal  Zone,  Honduras.  Cuba,  Nicaragua.  Peru, 
Colombia,  Bolivia,  Dominican  Republic,  Panama,  El  Salvador,  Argentina,  Brazil, 
Spain,  Uruguay.  Costa  Rica,  Ecuador.  Guatemala.  Chile  and  Paraguay.  Extra  foreign 
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to  the  New  York  olHce  or  to  the  London  office.  Single  copies,  postage  prepaid  to  any 
part  of  the  world,   20  cents. 

Change  of  Address — ^When  change  of  address  is  ordered  the  new  and  the  old  address 
must  be  given,  notice  to  be  received  at  least  ten  days  before  the  change  takes  place. 
Copyright,    1927.  by  McGraw-Hill  Publishing  Company,  Inc. 

Published  weekly.  Entered  as  second-class  matter.  June  23,  1908,  at  the  Post  Offlce 
at  New  York,  N.  Y.,  under  the  Act  of  March  S,  1879,     Printed  in  C.  S.  A. 


Number  of  Copies  Printed,  6,220 


Advertising  Index — Alphabetical,  45;  Classified,  40,  42,  45;  Searchlight  Section,  39 


ELECTRIC  RAILWAY  JOURNAL 


November  26, 1927 


Balanced 


Braking 


In  line  with  modern  principles 

Higher  rates  of  retardation  are  demanded  as  a  part  of  the  program  of 
speedier  suburban  and  street  railway  service.  With  two  brake  shoes 
per  wheel  instead  of  one,  the  clasp  brake  is  admirably  suited  to  produc- 
ing maximum  retarding  effect,  with  minimum  strain  and  wear  on 
truck  and  journal  parts. 

Balancing  the  heavy  braking  forces  on  opposite  sides  of  the  wheel 

has  many  advantages 

I.  Less  ]ournal  box  'w^ear. 

2*  Permits 'Wheel  to  folloiw  freely, 
vertical  inequalities  in  track. 


3.  Makes  use  oS  Hanged  brake 
shoes  practical. 

4*  Higher  co-eSficient  oE  friction. 


5.  Divides  energy  absorption  be* 
tiveen  t^ivo  shoes,  thus  reduc* 
ing  heating  effect  from  brake 
application. 


6.  Reduces  frequency  of  brake 
shoe  replacements  on  the  car. 


American  Steel  Foundries 


NEW  YORK 


CHICAGO 


ST.LOUIS 


American  Multiple  Unit  Clasp  Brake 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


O-B  IrolleyCatcheisa^Retrievers 
protect  your  linesan^^your  r< 


For  listing  and  descrip" 
tions  of  of  OB  Catch- 
ers and  Retrievers  see 
Catalog  No.  20  pages 
758  to  761 


'T^HEY  save  many  of  the  minutes  that  cut 
-^  down  schedule  speeds — minutes  that  are 
only  too  frequently  consumed  at  congested 
intersections  when  trolley  poles  leave  the 
wire.  And  they  prevent  major  damage  and 
costly  repair  bills  for  overhead  lines. 

On  city  cars,  the  O-B  Catcher  can  be  re- 
lied upon  to  stop  a  fiying  pole  instantly  and 
hold  it  where  it  is  fiirst  caught.  There  is  no 
danger  of  "Stepping  up".  Other  features 
that  win  the  approval  of  both  the  man  on 
the  car  and  the  maintainer  in  the  shop  are 
its  "One  Shot"  lubrication  system  and  grav- 
ity operated  reel  latch. 


Dependable  in  operation,  simple  and  sturdy 
in  construction,  O-B  Catchers  give  years 
of  service  without  replacement  of  parts. 

On  interurban  cars,  where  a  jumping  trol- 
ley pole  must  not  only  be  stopped,  but  must 
be  pulled  down  clear  of  the  overhead  quick- 
ly, the  O-B  Retriever  is  positive  and  prompt 

Even  though  the  occasions  for  action  on 
many  cars  may  be  few  and  far  between,  the 
savings  effected  in  both  operation  and  main- 
tenance are  a  worth  while  factor  in  increas- 
ing net  revenue. 

Folder  26-C,  gives  complete  details.  Address 


Ohio  Brass  Company,  Mansfield,  Ohio 

Dominion  Insulator  &  Mfg.  Co.,  Limited 
Niagara  Falls,  Canada 


fussCk). 


SALES 
OFFICES 


PHILADELPHIA  PITTSBURGH  CLEVELAND 

SAN  FRANCISCO        LOS  ANGELES 


PORCELAIN 

INSULATORS 

UNE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


-3' 


ELECTRIC  RAILWAY  JOURNAL 


November  26, 1927 


A  typical  installation  of  Westing- 
house  National  Compressors,  type 
2VC,  in  railway  repair  shop  service. 


9014 


WESTINGHOUSE  National 
Compressors  embody  the  same 
careful  design  and  precision  in  manu- 
facture that  has  typified  Westinghouse 
products  for  the  past  half  century. 
These  compressors  are  compact,  self- 
contained,  uniquely  durable,  abso- 
lutely reliable  in  action,  simple  in 
operation,  and,  due  to  their  positive 
control  feature,  assure  minimum 
power  consumption. 

Built  in  capacity  sizes,  ranging  from 
3  to  700  cu.ft.  displacement,  there  is  a 
Westinghouse  National  Compressor 
particularly  suited  to  every  pneumatic 
requirement,  in  the  railway  shop, 
power  house,  and  maintenance  depart- 
ment. 

Westinghouse  Traction  Brake  Company 

General  Offices  and  Works:  Wilmerding,  Pa. 


WESTINGHOUSE-NATIONAL 

Mr  Compressors 


November  26, 1927  ELECTRIC  RAILWAY  JOURNAL 


Why  Wood  Ties? 


START  right  at  the  track  foundation 
— you've  got  a  concrete  base — an 
all  important  tie  of  some  kind — a  steel 
rail — and  then  steel  wheels  on  the  car. 
"Why  a  wood  tie? 

Ask  yourself  these  questions: 

Does  a  wood  tie  strengthen  the  concrete? 

Does  a  wood  tie  hold  the  rail  permanently  in  place? 

Does  a  wood  tie  outlast  the  rail  and  foundation? 

Is  a  wood  tie  free  from  maintenance  and  replacement 
costs? 

Is  a  wood  tie  satisfactory  in  all  respects  for  paved 
track  construction? 

We  doubled  our  business  last  year  be- 
cause Steel  Twin  Ties  are  satisfactory 
in  every  respect  for  paved  track  con- 
struction. Steel  Twin  Ties  are  going 
into  the  largest  cities  in  the  country — 
are  standing  the  pound  of  the  most 
severe  traffic  because  they  are  specifi- 
cally designed  to  do  their  job — and  do  it 
well.     Wood  never  was. 

Write  today  for  delivered  prices 
for  your  1928  program. 

THE  INTERNATIONAL  STEEL  TIE  CO. 
CLEVELAND,  OHIO 


Steel  TwinTie  Track 

THE  BASE  OF  MODERNIZATION 


ELECTRIC  RAILWAY  JOURNAL 


November  26, 1927 


Underground,  Overhead 
and  on  the  Surface 

Underground,  overhead  and  on  the  surface 
the  electric  railway  works  to  carry  out  its 
titanic  daily  task — the  movement  of  a  large 
portion  of  the  city's  population  in  the  narrow 
confines  of  the  rush  hour. 

In  such  circumstances  dependability  must  he 
the  first  requirement  of  electric  railway  equip- 
ment. Gary  Wrought  Steel  Wheels 
are  designed,  made  and  inspected  with  this 
requirement  in  mind.  Our  wheel  engineers 
arc  at  your  service. 

JUltttoia  ^trrl  (!Iom)}ang 

(Kranral  (Bt&ttB:  20a  »aittli  Ik  »Mt  »Uttt 
QIt(iragii,  JUinaia 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


Make  your  cars  more  attractive 

with  Dome  Type  Fixtures 

One  of  the  greatest  ride  selling  features  of  modern  cars  is  their  attrac- 
tiveness— their  appeal  to  the  public  eye  by  means  of  proper  lighting. 

These  Dome  Type  Lighting  Fixtures  are  designed  to  provide  not  only 
this  essential  attractiveness  but  also  the  utmost  comfort  for  passengers 
who  wish  to  read  while  riding  at  night.  For  they  produce  a  soft, 
pleasing  well  diffused  light  that  eliminates  all  eye  strain.  They  are 
substantially  made  to  withstand  extreme  vibration. 

We'll  be  glad  to  show  you  how  new  and  interesting  wiring  plans  may 
be  adapted  to  your  requirements. 


Home  office  and  plant  at  17th  &  Cambria  Sta..  PHILADELPHIA:  District  offices 
at  230  So.  Clark  St..  CHICAGO:  60  Church  St.,  NEW  YORK:  Bessemer  Bldg., 
Pittsburgh:  88  Broad  St.,  Boston:  General  Motors  BIdg:.,  Detroit:  316  N.  Waah- 
ingrton  Ave..'Seranton:  Canadian  Agents,  Lyman  Tube  &  Supply  Company,  Ltd., 
Montreal,  Toronto.  Vancouver. 


MANUFACTURER  OF  RAILWAY,  POWER 


10 


ELECTRIC  RAILWAY  JOURNAL 


November  26, 1927 


^     ^     At  the  1927  Bus  Show 


every  make  of  bus,  with  two  ex- 
ceptions, was  on  Budd  Duals. 
This  is  a  repetition  of  all  previous 
shows,  and  a  true  picture  of  the 
wheel  situation  in  the  bus  industry. 


Budd  Duals 


can't 
wobble 


can  t 
shimmy 


and 
they  stop 
sidesway 


BUDD 

WHEEL  COMPANY 

Detroit 


permits 

STUDEBAKER 

to  publish 

Complete  Prices 


75 


Heaxy  Duty  Bus  Chassisib^ 

STUDEBAKER 


On  Time  Every  Time  with] 


THE  TRUE  measure  of  value  is  not  always  in  terms  of  dollars.  But  Studebaker  with 
its  vast  manufacturing  facilities  is  able  to  offer  the  most  powerful  bus  chassis  of  its  size 
and  weight  in  the  world,  at  the  lowest  first  cost  for  a  high  quality  chassis  in  the  medium- 
capacity  field.     That  is  one  reason  why  Studebaker  always  publishes  complete  prices. 

Equally  important  is  the  remarkable  performance  of  the  Studebaker  "75"  Bus  Chassis. 
Operating  in  crowded  streets  or  on  suburban  and  intercity  runs,  Studebaker  busses  main- 
tain their  schedules  regardless  of  road  or  load— that  is  another  measure  of  value. 

Low  cost  of  maintenance  and  low  operating  expense,  which  permit  greater  net  profit, 
are  responsible  for  the  nation-wide  popularity  of  Studebaker  bus  equipment. 


20-Passenger  Parlor  (t^C^r\^ 
Car  De  Luxe  ^OoV ^ 


f.  o.  b. 
factory 


The 

New^ 


Comfort  and  Certainty 


Comfortable  lounging  seats,  wide  windows,  ample  heating  and  proper  ventilation — plus 
the  easy  riding  qualities  of  Studebaker  busses — insure  a  continued  and  profitable  patronage. 

When  you  buy  Studebaker  busses  you  are  buying  the  product  of  a  concern  that  has  a 
background  of  75  years  of  successful  manufacturing  experience. 

STUDEBAKER  BUS  MODELS  AND  PRICES 


"75"  Model— 184-in.  Wheelbase— Dual  Rear 

Wheels,  Chassis  Only $3275 

19-passenger  Cross-seat  Sedan* 5675 

21-passenger  Street  Car  Bus 5895 

22>passenger  Parlor  Observation  Car 6895 

20-passenger  Parlor  Car  DeLuxe 6895 

'''Stnglerear  wheels;  for  dual  wheels  add  $100. 


"75"  Junior  Model— 158-inch  Wheelbase 

Chassis  Only _ $2410 

12-passenger  Cross-seat  Sedan 4160 

15-passenger  Cross-seat  Sedan 4520 

Single  wheel  high-pressure  tires  or  dual  wheels  and 
balloon  tires  optional  without  extra  cost. 


DUTY  CHASSIS 


4\-^  Mail  this 

;  coupon 

for  further 

particulars 

THE  STUDEBAKER 

CORPORATION 

OF  AMERICA 

Dept.  B,  South  Bend, 
^  Ind. 

■^^    Plesse  Bend  me  a  copy  of  Studebaker 
^^   "Busses  Link  the  Nation,"  without  obli- 
-        gation. 

We  have busses  at  present.    Check  below 

the    Studebaker    Bus    about    which    you    desire 

nformatton.     Type:  Sedan ParlorCar 

Street  Car  Type  Capacity  Passenger. 

Name  

Address 


One  of  the  twenty-two  Studebakcr  bustces  operated  by  the  Wheelins,  St.  Clairffville  &  CambHdiie  Transportation  Co. 

Convincing  Proof  of  Studehaker  Bus 
Stamina  and  Economy 

This  letter  from  an  experienced  bus  operator  and  the  detailed 
analysis  of  the  service  rendered,  together  with  exact  cost  figures, 
tell  a  powerful  story.  Similar  reports  from  every  section  of 
the  country  give  conclusive  proof  of  the  dependability  of  the 
Studehaker  bus  chassis. 


The  Wheelin?  St.  Clatrsville  &.  Cambridge 
Transportation  Company 


Red  Lines 


St.  Clairsville,  Ohio 
August  22,  1927 

The  Studebaker  Corp.  of  America. 
South  Bend,  Ind. 

Gentlemen: 

You  will  find  inclosed  picture  of  our  latest  type  chair 
car  body  on  the  new  75  Studebaker  Bus  Chassis. 

We  have  been  operating  Studebaker  equipment  on 
this  division  of  the  Red  Star  Lines  for  the  past  six  years 
and  will  state  that  we  are  unable  to  find  any  Bus  chassis 
on  the  market  today  that  will  equal  Studebaker  on  all' 
around  performance.  Our  present  equipment  consists  of 
twenty  184*inch  Bus  chassis,  chair  car  bodies  and  two  of 
the  new  75  Bus  chassis. 

We  find  in  operating  Studebaker  equipment  that  our 
costs  per  Bus  mile  not  including  overhead  does  not  run 
much  over  nine  cents  per  mile  and  including  overhead 
runs  just  a  little  over  16  cents  per  mile.  I  am  inclosing 
operating  cost  sheet  showing  the  cost  per  mile  on  our 
present  Studebaker  Bus  equipment. 

Yours  very  truly. 

The  Wheeling  St.  Clairsville  &  Cambridge 
Transportation  Company 

(Division)  Red  Star  Lines 

E.  W.  Smith, 
President  and  Manager 


The  Wheeling,  St.  Clairsville  &  Cambridge 
Transportation  Company 

VEHICLE  OPERATING  COST 

Per  mile 

Type  of  coach Parlor  car 

Locality Wheeling-Cambridge 

Service _ Interurban 

Roads Brick  and  tar  bound 

Topography Very  hilly 

Average  number  of  stops Twelve  in  50  mile  run 

Mileage  per  day 210  miles 

Number  of  days  operated  per  year _ 313  days 

Annual  mileage 65,000  miles 

Direct  costs — varying  in  total  with  mileage: 

Gasoline  (8  miles  per  gal.)  at  16c  per  gal 02 

Cylinder  oil  (420  miles  per  gal.)  at  52c  per  gal.    .0012 

Tire  costs  (25,000  miles  per  set)  at  $203.85 .0082 

Maintenance  and  repairs  (includes  all  cleaning, 
painting,  repairs  to  body,  inspecting  and  overhaul)      .03 
Replacement  reserve  ($5,000 — 150,000  miles)  ■■.    .033 
Total  per  mile 0924 

Indirect  costs — whether  bus  operates  or  noU 

Taxes  and  license ..  .0052 

Garage  rent  and  storage 004 

Administrative  and  overhead 01 

Insurance — fire  and  liability 01 

Bridge  toll,  oflfice,  law,  board  meetings  and  misc.        .01 

Drivers  wages 0350 

Total  per  mile _ „ .0742 

Total  vehicle  cost  per  mile _ 1666 


UDEBAKERlS)  HEAVY DUTYCHASSIS 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


15 


FROM  ZERO  TO  34  CARS 

One  year  ago  there  were  no  Treadle  Exit 
Doors  in  operation  on  the  electric  railway 
cars  in  Gary,  Indiana.  By  next  January  1st, 
the  Gary  Railway  Company  will  be  operating 
34  Treadle-Equipped  Cars.  This  shows  that 
it  pays  to  "Step  On  It"  in  Gary,  as  in  more 
than  60  other  cities  in  the  country. 

Give  this  some  thought  in  considering  the 
use  of  the  Circulating  Load. 

NATIONAL  PNEUMATIC  COMPANY 

Executive  Office:    Graybar  Building,  New  York 

General  Works:    Rahway,  New  Jersey 

MANUFACTURED   IN    TORONTO.    CANADA.    BY  PHILADEa:j>HIA  «, 

Railway  &  Power  Engineering  Corp.,  Ltd.  1010  Colonial  Trust  Buildinff  Jl 


CHICAGO 
S18  McCormick  BuUdiiiK 


16 


ELECTRIC  RAILWAY  JOURNAL 


November  26, 1927 


On  the  Better  Motor  Coadies 


GRAMM 

lS,very  One  is  Leece -Neville  Equipped 


Practically  all  the  builders  of  the 
better  motor  coaches  standard- 
ize on  Leece-Neville  Voltage 
Regulation. 

Operation  is  improved,  electrical 
maintenance  costs  are  reduced, 
battery  life  is  prolonged. 

The  reason?  Batteries  cannot  be 
overcharged !  The  charging 
rate  is  automatically  and  cor- 
rectly regulated  to  the  need  of 


the  battery.  You  needn't  worry 
about  "punch"  in  the  batteries 
— it's  always  there.  Records  of 
running  125,000  miles,  without 
removing  the  battery  for  repairs, 
have  been  established  by  Leece- 
Neville  equipped  motor  coaches. 

That  tells  the  story. 

You  can  avail  yourself  of  this 
service.  Write  us.  Address — 


The  Leece-Neville  Company 

5653  HAMILTON  AVE.,  CLEVELAND,  OHIO 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


17 


The  Rider^s  Division 
of  his  fare 


When  a  man  buys  a  ride  on  one  of  your 
cars  what  does  he  pay  for?  How  would  he 
figure  the  division  of  his  fare? 

Probably  something  like  this:^a  third  for 
service,  a  third  for  comfort  and  a  third  for 
economy. 

Right  there  is  the  rub  of  the  transpor- 
tation selling  problem.  It  finds  a  logical 
answer  in  the  Four  Features  of  Cincinnati 
BALANCED  Lightweight  Car  Design,— 
Speed  with  Safety,  Capacity  with  Comfort, 
Beauty  at  Low  Cost  and  Light  Weight 
with  Strength. 

Cincinnati  Car  Company 

Cincinnati,   Ohio 


CINaNNATI  r>'=-"  CARS 

The  Four  Features  of  BALANCED  DESIGN  are  the  Cardinal  Points  of  Today's  Demand 


18 


ELECTRIC  RAILWAY  JOURNAL 


November  26, 1927 


One  oi  the  Qoodyear-equipped  motor  bus  fleet  of  The 
Montgomery  Bus  Ctmipany,  ofBryn  Mawr,  Pennsylvania 


Copyrijtht  1927.  by  The  Goodyear  Tire  &  Rubber  Co..  Inc. 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 

TRACTION 

for  starting,  stopping,  running 


19 


The  All- Weather  Tread  on  Goodyear 
Bus  Tires  is  the  most  famous  traction, 
tread  in  the  world. 

This  is  a  strong  claim,  but  it  is  based 
on  the  fact  that  the  public  has  bought 
millions  more  Goodyear  All- Weather 
Tread  Tires  than  any  other  kind. 

And  traction  is  an  important  factor  in 
bus  operation. 


Buses  have  to  make  frequent  stops 
and  starts,  and  when  they  are  ready  to 
start  they  want  no  hesitation. 

The  All- Weather  Tread  with  its  sharp 
diamond-shaped  blocks  grips  the  road 
and  goes. 

On  wet  surfaces,  the  sharp  edges  of 
the  All- Weather  blocks  scrape  the  film 
off  and  enable  the  tread  to  grip  stoutly. 


This  unequaled  tractive  power  is  one 
of  the  reasons  why  bus  operators  like 
The  Montgomery  Bus  Company,  of 
Bryn  Mawr,  Pa.,  use  Goodyear  Bus 
Tires  on  all  27  of  their  buses  serving 
various  Philadelphia  suburbs  and 
connecting  with  the  P.  R.  T.  Surface 
and  Elevated  Lines. 


This  Company  operates  in  a  hilly 
country,  with  all  the  variety  of  weather 
conditions  met  in  the  East.  They  keep 
a  very  accurate  record  of  tire  perform- 
ance, and  know  the  tractive  power, 
freedom  from  trouble,  and  dependable 
service  of  the  Goodyear  All- Weather 
Tread  is  real  tire  economy. 

In  1926,  their  buses  traveled  over 
1,300,000  bus  miles  and  carried  more 
than  3,000,000  passengers.  In  that 
service,  Goodyears  have  practically 
eliminated  road  delays  and  schedule 
interruptions.  In  April  last,  for  ex- 
ample, they  had  only  four  road  delays 
in  600,000  Goodyear  Tire  miles. 

Considering  the  high  mileages  ob- 
tained from  Goodyears,  that's  tire 
satisfaction! 

Combined  with  the  safe,  sure  traction 
of  the  All -Weather  Tread  is  the 
staunch,  long-wearing  casing  quality 
provided  by  extra-elastic  and  extra- 
durable  SUPERTWIST. 

The  result  is  a  tire  that  gives  uniformly 
fine  performance  at  low  tire-mile  cost. 

A  tire  that  is  worthy  of  "The  Greatest 
Name  in  Rubber." 


For  every  Qoodyear  Cord  Bus  Tire  there  is  an  equally  fine 
Qoodyear  Tube,  built  especially  to  the  needs  of  bus  service 


'ZMade  Tvith  SUPEKTWIST 


20 


ELECTRIC  RAILWAY  JOURNAL 


November  26, 1927 


Eagle-Ottawa 


'*Good  Leather 


«« 


This  is  one  of  the  cars  belonging 
to  the  Grand  Rapids  Street  Rail- 
way System.  The  Grand  Rapids 
Railway  Company  captured  the 
annual  C.  A.  Coffin  Award  at  the 
recent  Convention  of  the  Ameri- 
can Electric  Railway  Association 
held  at  Cleveland. 


Eagle-Ottawa  COLONIAL 
GRAIN  Leather,  which  is  admit- 
tedly the  finest  upholstery  leather 
ever  made  out  of  cattle  hides.  The 
attractiveness  and  luxury  of  the 
upholstering  is  a  contributing 
factor  to  the  success  that  the 
Grand  Rapids  Railway  Company 
has  achieved,  which  success 
earned  the  Corporation  this  sig- 
nal honor. 


The  World^s  Largest  Tanners 
of  Fine  Upholstery  Leather 


November  26,  1927 

Week 


ELECTRIC  RAILWAY  JOURNAL 


21 


This  week 

Your  Opportunity 


It's  nobody's  fault  but  our  own  if  we  neglect 
to  take  advantage  of  an  opportunity  to  put 
our  properties  in  order  and  boost  rider  sales. 

What  we  saw  and  heard  at  Cleveland — 
what  Grand  Rapids,  Memphis,  Chicago 
and  other  properties  have  done — what 
Houston  is  doing — these  are  typical  ex- 
amples of  recognizing  opportunity's  knock 
and  opening  the  door. 

Cast  aside  prejudices — bury  worn  out 
grudges — look  up  and  look  ahead!  See  the 
street  car  socially  attractively  as  well  as 
mechanically  efficient.  Here's  where  you 
can  sell  rides  at  a  profit.  The  time  is  oppor- 
tune.  We're  ready  to  prove  it! 


SlLavjis  CzkrCa 


22 


ELECTRIC  RAILWAY  JOURNAL 


November  26, 1927 


Where  Operating  Charges 

were  greatly  reduced 


The  Los  Angeles  Railway  is  operating  six  G-E  Automatic 
Substations  for  at  least  60  per  cent  less  than  for  similar 
manual  stations.  Over  a  period  of  four  years  the  savings 
per  substation  have  averaged  better  than  $500  a  month. 

These  six  automatic  stations  have  a  total  capacity  of 
7,500  kw.  The  detailed  operating  figures,  given  below, 
tell  you  why  plans  are  now  being  made  for  four  more. 

Operating  Charges  of  Automatic  Substations,  Los  Angeles  Railway 


The  Los  Angeles  Railway  has  in- 
corporated in  its  automatic  sub- 
stations the  latest  methods  and 
equipment.  These  stations  are 
made  virtually  soundproof,  have 
air  cleansers  to  minimize  troubles 
caused  by  dust  accumulation,  and 
utilize  forced  air  for  both  venti- 
lation and  cooling. 


Monthly  Average  per  1,000  kw.  Capacity 

Repairs  to 
Equipment 

Labor  of  Operators 

Supplies 

Year 

Auto- 
matic 

Manual 

Auto- 
matic 

Manual 

Auto- 
matic 

Manual 

1922 
1923 
1924 
192S 
1926 

$  9.94 

1.73 

5.75 

17.83 

20.72 

$52.77 
36.22 
60.24 

106.67 
61.99 

$83.16 
78.17 
79.80 
80  55 
83.89 

$277.14 
226.75 
247.76 
221.74 
220.80 

$16.07 
4.91 
11.13 
11.33 
12.68 

$  8  35 
9  37 
15.02 
8.24 
8.86 

GENERAL  ELECTRIC 

OENBRAL     ELECTRIC     COMPANY.     SCHENECTADY.     N.     Y..     SALES     OFFICES     IN     PRINCIPAL     CITIES 


Electric  Railway  Journal 

Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Publishing  Company,  Inc. 

Chakles  Gordon,  Editor 


Volume  70 


New  York,  Saturday,  November  26, 1927 


Number  22 


Labor's  Insistent  Attitude 

GREATLY  to  be  deplored  is  the  situation  that  con- 
fronts the  Des  Moines  City  Railway,  just  placed  in 
the  hands  of  receivers.  It  is  a  case  with  many  angles, 
but  no  stigma  attaches  to  the  management  for  not  trying 
to  play  its  part  in  giving  the  city  the  best  possible  in 
the  way  of  progressive  operation.  Some  back  history 
is  essential  to  an  intelligent  understanding  of  the  situa- 
tion. The  franchise  under  which  the  compan^^perates 
was  adopted  in  1921,  following  a  receivership  of  several 
years  duration.  It  provided  that  the  operating  deficit 
then  existing  should  be  amortized  out  of  expected  earn- 
ings over  a  period  of  five  years.  Debenture  bonds  were 
issued  to  obtain  funds  with  which  to  pay  outstanding 
claims  and  lift  the  receivership.  The  earnings  antic- 
ipated in  the  franchise  provision  for  amortizing  the  old 
operating  deficit  were  pledged  as  security  for  payment  of 
the  debentures. 

As  previously  indicated,  the  management  was  thor- 
oughly conscious  of  its  obligations  to  the  city.  If  the 
railway  had  sacrificed  service  and  allowed  the  property 
to  deteriorate  the  operating  deficit  might  have  been 
amortized  and  the  debentures  paid  off.  The  management 
felt,  however,  that  conditions  would  improve  sufficiently 
to  permit  the  issue  to  be  refunded  before  maturity  in 
April,  1927.  Following  adoption  of  the  franchise  nearly 
$1,500,000  was  spent  in  rehabilitating  and  improving  the 
property.  Notwithstanding  this  effort  the  road  continued 
to  show  losses  and  the  debenture  holders  finally  felt  that 
it  was  necessary  for  them  to  act. 

Among  other  moves  in  the  modernization  program  the 
company  sought  to  avail  itself  of  one-man  car  operation 
as  a  constructive  measure  of  economy  only  to  run  afoul 
of  a  long-time  union  agreement  requiring  the  use  of  two 
men  on  each  car.  The  court  upheld  the  union  on  the 
letter  of  the  law,  but  apparently  not  on  its  spirit.  Just 
how  the  adamant  attitude  on  the  part  of  the  officers  of 
the  local  division  of  the  Amalgamated  squares  with  pre- 
vious pronunciamentos  of  President  Mahon  of  the  union 
on  the  one-man  car  issue  is  difficult  to  understand,  but 
the  Des  Moines  local  had  its  way.  The  use  of  one-man 
cars  on  a  scale  of  operation  indicated  elsewhere  in  this 
issue  would  save  the  company  about  $250,000  a  year, 
even  allowing  for  extra  trainmen  in  the  loop  district,  the 
need  for  whom  is  very  questionable.  This  sum  would 
just  about  balance  the  operating  deficit  of  $129,000  piled 
up  by  the  company  for  the  first  nine  months  of   1927. 

As  the  secretary  of  the  union  sees  it,  in  no  city  of  the 
country  has  the  use  of  one-man  cars  resulted  in  a  net 
lowering  of  fares  which  prevailed  under  two-man  opera- 
tion. That  statement  is,  of  course,  open  to  challenge,  but 
the  jioint  is  that  the  use  of  such  cars,  evidenced  in  the 
case  of  Des  Moines,  has  permitted  many  companies  to 
continue  without  increasing  their  fares  and  thus  save 
themselves  and  their  employees,  and  at  the  same  time 
permit  them  to  give  to  the  communities  in  which  they 
operate  the  service  to  which  the  public  is  entitled. 


It  is  a  very  shortsighted  view  of  the  matter  that  the 
representatives  of  the  employees  at  Des  Moines  have 
taken,  no  less  shortsighted  in  its  way  than  is  the  attitude 
taken  by  the  employees  of  the  Schuylkill  Railway  of 
Girardville,  Pa.,  reviewed  in  the  article  in  Electric 
Railway  Journal  for  Nov.  19.  Certainly  these  two 
cases  take  no  account,  at  least  on  the  part  of  labor,  of  the 
mutuality  of  interests  that  should  exist  between  capital 
and  labor.  Industry  cannot  do  the  impossible,  but  cer- 
tainly here  and  there  labor  expects  it  to  be  able  to  do 
so,  and  in  fact  insists  that  it  do  so. 


A  Constructive  Viewpoint  Is  Necessary 
for  Progress 

RECENTLY  a  new  street  car  was  inspected  by  a 
•number  of  railway  officials.  In  it  the  builder  had 
made  a  sincere  eflfort  to  work  out  a  vehicle  which  would 
meet  the  conditions  of  present-day  transportation  demand 
from  the  standpoint  of  attractiveness  and  comfort,  while 
at  the  same  time  recognizing  the  need  for  reasonable 
maintenance  cost  and  operating  reliability.  The  builder 
did  not  pretend  that  this  was  the  last  word  in  street  cars, 
or  that  the  equipment  and  fittings  in  this  sample  car 
were  in  all  cases  suitable  for  the  operating  conditions 
existing  on  properties  where  the  class  of  patronage  might 
not  justify  de  luxe  appointments.  But  in  general  design 
and  arrangement,  there  was  no  reason  in  the  world  why 
the  car  in  question  was  not  entirely  suitable  for  the  "local 
conditions"  on  a  hundred  or  more  roads  in  widely  variant 
situations. 

Comment  by  two  operating  officials  is  both  interesting 
and  illuminating.  This  car  was  built  with  a  particular 
view  to  improving  the  appearance  of  street  cars  by 
change  from  the  awkward  lines  and  proportions  that  are 
outstanding  features  of  so  many  cars  now  in  service. 
In  fact,  the  design  was  the  direct  result  of  co-operation 
between  a  manufacturer  and  a  railway  operating  official, 
who  had  given  the  matter  of  car  appearance  very  careful 
study  and  analysis  and  had  succeeded  in  working  out  one 
of  the  first  successful  forward  steps  that  have  been  made 
in  car  appearance.  To  ■  be  sure,  there  was  still  room 
for  improvement.  The  car  under  inspection  was  not  the 
last  word  in  possibilities  by  any  means,  and  was  con- 
sidered even  hy  the  builder  himself  as  purely  experi- 
mental. 

Under  these  conditions,  the  point  of  view  of  the  two 
operating  officials  in  question  is  worth  consideration. 
One  was  a  master  mechanic.  He  had  gone  over  the  car 
and  had  discovered  many  costly  features  of  equipment 
that  he  considered  unnecessary  and  undesirable.  In  this 
respect  he  was  probably  right.  But  when  his  opinion 
was  sought  on  the  general  proportions,  arrangement  and 
appearance  of  the  car,  his  immediate  reply  was,  "I  could 
build  a  better-looking  car  myself." 

Now  this  man  was  not  a  novice  in  the  industry,  and  he 
had  been  connected  with  several   railway  properties  in 


972 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


the  course  of  his  experience.  Yet  there  was  no  evidence 
that  he  ever  even  considered  the  need  for  better-looking 
cars,  much  less  that  he  had  ever  undertaken  the  respon- 
sibility of  attempting  to  make  any  improvement  in  con- 
ventional practice.  Just  as  soon,  however,  as  somebody 
else  tried  to  take  a  forward  step,  his  viewpoint  was  en- 
tirely critical,  and  he  began  to  look  for  the  bad  features 
in  the  car  rather  than  for  its  good  points. 

The  second  man's  viewpoint  was  no  less  illuminating. 
He  examined  the  design  of  the  framing  structure  and 
was  quick  to  note  that  a  collision  with  a  5-ton  truck  piled 
high  with  freight  would  probably  cause  considerable 
damage.  Just  why  he  selected  a  5-ton  truck  for  his 
discussion  is  difficult  to  determine.  He  could  have  made 
out  a  much  better  case  against  the  new  car  by  commenting 
on  the  damage  that  would  be  done  if  it  were  hit  by  a  steam 
locomotive.  Yet  would  anybody  seriously  hold  that  street 
cars  should  be  designed  to  withstand  collision  with  a 
steam  locomotive?  If  not,  then  why  a  5-ton  truck? 
Would  this  man's  private  automobile,  in  which  he  prob- 
ably travels  at  much  higher  rates  of  speed  than  those 
attained  by  street  cars,  withstand  collisions  with  a  5-ton 
loaded  truck,  or  even  a  1-ton  truck  for  that  matter?  He 
depends  on  his  brakes  and  not  on  his  bumper  to  keep 
him  out  of  the  hospital  when  he  is  sharing  the  road  with 
freight-carrying  vehicles. 

What  does  all  this  indicate?  Doesn't  it  mean  that  there 
is  still  considerable  room  for  straight  thinking  on  the 
part  of  transportation  men  regarding  the  requirements 
in  street  car  design  to  meet  present-day  conditions?  In 
the  very  city  from  which  the  critical  officials  hail,  the 
railway  operation  is  being  threatened  by  bus  competition. 
But  if  the  bus  men  undertook  to  design  their  vehicles 
to  withstand  collision  with  5-ton  trucks,  it  is  probable 
that  they  wouldn't  have  much  success  in  competing  with 
even  the  dilapidated,  awkward  and  obsolete  cars  that  are 
operated  on  some  of  the  rail  lines  in  that  city. 

The  industry  will  make  little  progress  in  the  improve- 
ment of  cars  until  there  is  a  more  receptive  and  construc- 
tive viewpoint  on  the  part  of  operating  executives  than 
that  displayed  in  the  comments  here  recorded. 


Boston's  Latest  Rapid  Transit  Line 
Embodies  a  New  Principle 

P.'\RTICULAR  interest  attaches  to  the  Dorchester  ex- 
tension of  the  Boston  Elevated  Railway  system  which 
was  opened  on  Nov.  5.  Not  only  is  it  an  excellent  piece 
of  construction  which  will  serve  a  large  portion  of  the 
population  in  the  southern  section  of  Boston,  but  it  em- 
bodies a  principle  in  rapid  transit  expansion  that  has  long 
been  talked  about  but  never  adopted.  That  is  the  utiliza- 
tion of  an  existing  steam  railroad  right-of-way  for  a 
rapid  transit  line,  as  distingui-shed  from  an  electrified 
division. 

In  the  Dorchester  situation  the  Shawmut  branch  of  the 
New  York,  New  Haven  &  Hartford  Railroad  had  I>een 
in  use  for  many  years,  connecting  the  South  Station  in 
Boston  with  a  terminal  at  Mattapan.  The  service  given 
was  as  good  as  that  on  other  suburban  branch  lines  of  the 
same  company,  but  of  course  its  value  was  limited,  as 
the  only  station  in  the  metropolitan  district  was  too  far 
from  many  of  the  activities  of  residents  in  the  suburban 
territory.  The  purchase  of  the  line  by  the  city  and  its 
conversion  to  rapid  transit  service  has  been  advantageous 
to  the  residents  in  two  ways.  First,  the  new  line  is  an 
extension  of  the  Cambridge  subway,  and  when  completed 


it  will  permit  through  rapid  transit  train  service  from 
Mattapan  to  Harvard  Square,  with  transfer  to  the  other 
lines  of  the  Boston  Elevated  system  reaching  all  parts 
of  the  metropolitan  area.  Second,  the  provision  of  trans- 
fer stations  where  residents  of  the  district  may  change 
from  the  trains  to  surface  cars  and  buses  or  vice  versa 
makes  for  reduced  travel  time  for  everyone,  whether 
living  adjacent  to  a  rapid  transit  station  or  at  some  dis- 
tance away.  Neither  was  possible  with  steam  operation. 
Many  other  steam  railroad  lines  in  the  larger  cities  of 
this  country  are  limited  in  capacity  under  existing 
methods,  but  would  have  tremendous  possibilities  if  con- 
nected with  the  rapid  transit  lines,  or  used  as  a  nucleus 
for  a  rapid  transit  system  in  a  city  not  so  served.  In 
general  they  would  furnish  rights-of-way  at  much  less 
cost  than  that  incident  to  the  construction  of  subways, 
and  with  less  disfigurement  to  the  city  than  the  erection 
of  elevated  lines.  The  plan  is  worthy  of  study  wherever 
rapid  transit  is  contemplated. 


Helping  the  Industry  to  Help  Itself 

PRESIDENT  STEVENS  is  taking  a  decidedly  for- 
ward and  helpful  step  for  the  industry  in  appointing 
again  this  year  a  committee  on  electric  railway  finance, 
somewhat  along  the  lines  of  the  committee  which  func- 
tioned so  effectively  in  1925.  Although  electric  railways 
have  lagged  seriously  in  taking  the  financial  medicine 
recommended  by  the  1925  committee,  there  has  been 
general  agreement  among  those  who  are  in  a  ])osition  to 
judge  that  voluntary  readjustment  of  the  financial  struc- 
tures of  many  properties,  though  a  bitter  pill  for  some 
security  holders  to  swallow,  is  in  many  instances  essen- 
tial for  the  relief  of  a  topheavy  and  distorted  financial 
structure. 

The  former  committee  prepared  figures  to  show  the 
relatively  small  margin  in  electric  railway  earnings,  for 
the  industry  as  a  whole,  over  fixed  charges.  Under  these 
conditions,  the  high  cost  of  money  for  capital  additions, 
the  high  rate  of  interest  that  must  be  paid  for  refunding 
maturing  obligations  and  the  impossibility  of  raising  new 
money  through  the  sale  of  preferred  stock,  all  constitute 
important  obstacles  to  progress  and  improvement.  Esti- 
mates were  presented  to  show  the  relation  between  the 
earnings-to-fixed  charges  ratio  and  the  cost  of  new 
money.  These  were  carried  out  further  to  show  the 
trend  of  net  earnings'  under  high  fixed  charge  conditions 
in  comparison  with  the  results  which  would  follow  a 
voluntary  scaling  down  of  these  fixed  charges.  The 
figures  all  gave  convincing  proof  that  the  acceptance  of 
junior  securities  by  some  present  bondholders  would  re- 
sult in  the  protection  of  existing  investments  through 
permitting  operating  companies  to  obtain  needed  new 
money  on  more  favorable  terms. 

Unfortunately,  the  industry  has  been  slow  to  carry  out 
the  recommendations  of  the  1925  finance  committee. 
Through  the  appointment  of  a  new  committee  this  year  it 
is  to  be  hoped  that  the  importance  of  this  subject  may 
again  be  brought  home  to  the  industry,  to  the  end  that 
financial  readjustments  vital  to  the  establishment  of  more 
favorable  credit  may  be  brought  about. 

Another  important  step  is  contemplated  by  the  forma- 
tion of  a  sub-committee  to  study  the  possibility  of  work- 
ing out  an  electric  railway  car  trust  plan  that  will  make 
it  possible  for  even  small  properties  to  acquire  new  cars 
on  favorable  terms  of  down  payment,  financing  period 
and  interest  rate.  This  again  is  an  important  step  in  the 
direction  of  helping  the  industry  to  help  itself. 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


973 


The  Staten  Island  Fiasco 

FINIS  will  be  written  within  ten  days  to  former 
Mayor  Hylan's  abortive  attempt  to  supply  service  by 
municipal  operation  of  car  and  trolleybus  on  Staten 
Island  after  the  local  railway  there  had  found  it  impos- 
sible to  continue  operation.  On  Dec.  5  the  equipment, 
now  nondescript,  which  has  been  in  service  there  four  or 
five  years  under  city  auspices,  will  be  sold  for  what  it  will 
bring.  Matters  really  came  to  an  impasse  last  July  when 
the  Staten  Island  Edison  Company  cut  off  power  be- 
cause of  the  failure  of  the  city  to  pay  a  debt  of  $175,000. 
Suspension  of  service  followed  on  Aug.  1. 

It  was  with  the  fanfare  characteristic  of  the  man  that 
the  former  Mayor  assumed  the  burden  of  operation  on 
Staten  Island  under  a  5-cent  fare,  with  the  city  making 
up  the  difference  between  that  rate  and  the  actual  cost  of 
12  cents  per  passenger.  In  five  years  the  municipality, 
operating  the  trolley  lines  under  lease  from  the  receiver 
of  a  road  that  had  previously  been  run  privately,  lost 
$375,000.  In  addition  to  this  the  trackless  trolleys,  on  a 
total  capital  investment  of  about  $275,000,  showed  a 
deficit  of  $300,000  in  four  years  of  city  operation. 

Meanwhile  the  Tompkins  Bus  Company  is  furnishing 
temporary  service  at  a  10-cent  fare  and  has  been  awarded 
permanent  operating  rights  by  the  Board  of  Estimate 
under  a  5-cent  zoning  plan,  but  is  being  required  by  the 
Transit  Commission  at  a  hearing  on  Nov.  25  to  furnish 
proof  of  its  financial  standing.  This  company's  buses, 
admittedly  overcrowded,  are  doing  the  best  they  can 
under  the  circumstances,  but  the  outlook  is  not  rosy  in 
the  face  of  the  fate  of  the  privately  run  railway  and  of 
its  successor,  the  municipal  railway  and  trackless  trolleys. 

Surely  Staten  Islanders  who  listened  to  the  speeches 
of  the  friend  of  the  people  made  at  the  Restoration 
Hcspital  and  at  Tottenville  at  the  time  of  the  ceremony  in 
connection  with  this  ill-advised  attempt  by  the  city  to  do 
publicly  what  it  had  been  found  impossible  to  do  privately 
must  now  be  conscious  that  a  vast  gap  often  separates 
promise  and  practice,  particularly  when  both  are  political. 


Restoration  Since  Receivership  in  Brooklyn 

ANOTHER  excellent  annual  statement  has  been  turned 
.in  by  the  Brooklyn-Manhattan  Transit  Corporation. 
The  report,  which  is  for  the  year  ended  June  30,  1927, 
shows  an  increase  in  the  net  income  of  $600,257  over  the 
previous  year.  Total  operating  revenues  were  up  $1,869,- 
625.  The  report  serves  to  substantiate  the  statement 
made  in  the  past  about  the  excellent  record  of  the  com- 
pany since  the  reorganization  several  years  ago.  The 
company  may  be  handicapped  by  the  failure  of  the  city 
to  meet  its  contractual  subway  obligations  in  connection 
with  the  construction  of  the  Nassau  Street  loop  subway 
and  by  the  delay  in  the  completion  of  the  Eastern  district 
rapid  transit  extension,  but  these  omissions  on  the  part  of 
the  city  are  not  being  allowed  to  militate  against  the  com- 
pany pushing  its  own  "policy  of  keeping  the  properties  in 
excellent  condition  and  of  furnishing  as  good  service  as 
possible,  limited  as  to  rapid  transit  lines  by  the  facilities 
provided  by  the  city." 

These  last  are  the  company's  own  words,  but  they  are 
borne  out  by  the  facts,  evident  even  to  the  least  observing 
of  the  road's  own  patrons.  Reduced  to  tangible  terms  the 
company  has  expended  $22,429,270  in  the  last  two  years 
for  maintenance  of  way  and  structures  and  equipment, 
including  reserves  for  depreciation.  This  is  24.5  per 
cent  of  the  total  operating  revenue  of  $91,551,560  for 


the  last  two  years.  Two  hundred  and  thirteen  more  cars 
have  also  been  purchased.  With  no  appreciable  increase 
in  mileage  in  the  last  ten  years,  the  number  of  passengers 
carried  by  the  rapid  transit  lines  has  increased  from 
265,400,020  to  658,271,663.  At  the  same  time  the  num- 
ber of  surface  car  riders  has  increased  from  255,569,584 
to  269,928,710,  a  figure  that  shows  these  lines  to  be  hold- 
ing their  own  well  and  serves  to  give  the  lie  to  those  who 
would  ignore  them  as  factors  in  any  plan  for  the  unifica- 
tion of  the  transit  facilities  of  the  city.  An  annual  report 
is  an  annual  report  in  the  sense  that  it  does  no  screaming 
on  its  own  account.  It  is  too  bad  that  the  message  of  the 
report,  necessarily  submerged  in  the  brief  comments 
which  it  contains  and  the  compilations  of  figures,  will 
probably  be  lost  to  the  general  public,  for  back  of  these 
there  is  a  real  story — a  romantic  story  of  restoration  since 
receivership. 


Freight  Business  Can  Be  Sold 

IATENT  possibilities  exist  on  many  electric  railways, 
-/even  though  they  may  not  be  discovered  until  the 
hour  of  dire  need  has  approached.  As  an  example  of 
this,  the  Clinton,  Davenport  &  Muscatine  Railway, 
Davenport,  Iowa,  had  reached  the  limit  of  economies  in 
the  installation  of  one-man  cars,  labor-saving  devices, 
and  improvements  in  the  passenger  service  such  as  more 
frequent  schedules  and  modernized  cars.  Still  the  net 
result  of  all  these  efforts  merely  resulted  in  retarding  the 
rate  of  decrease  of  passenger  revenue.  For  this  reason 
it  turned  to  the  development  of  the  freight  business, 
more  as  the  struggle  of  a  dying  man  than  with  any  great 
hope  that  it  would  bring  prosperity. 

The  story  of  how  the  company  purchased  new  freight 
locomotives,  built  sidings  and  transfer  connections  with 
the  steam  roads,  established  through  rates  and  performed 
various  other  transitory  operations  was  told  by  C.  F. 
Dege,  general  superintendent  of  the  company,  before 
the  Iowa  Electric  Railway,  Association  at  its  recent  meet- 
ing. But  more  of  an  accomplishment  than  the  j^hysical 
equipment  to  handle  the  business  was  the  way  the  em- 
ployees of  the  system  organized  to  go  out  after  busi- 
ness. The  methods  employed  are  commendable.  Every 
employee  became  a  salesman.  This  necessitated  consider- 
able effort  on  the  part  of  the  management  to  develop  tact 
and  courtesy,  and  to  instill  into  the  men  the  value  of 
personal  contact.  They  were  taught  so  to  approach  the 
customers  as  to  promote  good  will  and  to  create  in  their 
prospects  a  feeling  of  confidence. 

While  the  company  secures  a  large  amoufit  of  freight 
through  solicitation  by  its  trainmen,  there  are  full-time 
solicitors  and  several  department  heads  who  at  stated 
intervals  visit  the  districts  served  by  the  interurban, 
assuring  a  complete  coverage.  Other  practices  which 
are  bringing  more  business  to  the  road  are  the  careful 
handling  of  freight,  inspecting  the  condition  of  goods 
upon  receipt  and  delivery,  minimizing  delay  at  transfer 
points,  notifying  the  consignee  immediately  on  the  arrival 
of  a  shipment,  and  advising  the  shipping  association  and 
traffic  clubs  of  the  company's  activities. 

Figures  given  by  Mr.  Dege  prove  that  it  pays  to  go 
after  the  business.  In  1916  the  interurban  carried 
30,432  tons  of  freight.  Ten  years  later,  in  1926,  the 
gross  tonnage  was  194,586 — more  than  six  times  as 
much.  Moreover,  he  states,  the  company  is  convinced 
that  the  field  has  only  been  touched  and  that  freight  is 
destined  to  become  the  major  source  of  revenue  for  the 
company.     Surely  this  is  a  result  worth  pondering. 


At  this  location — Five  Points- 


-three  heavy  traffic-bearing  streets  intersect, 
has  resulted  in  a  decrease  of  accidents 


The  safety  zone  installation  here 


Progressive  Management  Retrieves 

a  Small  Property 

Facts  given  in  Coffin  Prize  brief  show  how  a  railway  in  a 
town  of  only  45,000  inhabitants  changed  the  deficits  to  a 
surplus  by  studying  the  transportation  needs  of  its  community 
and    then    meeting    these    needs    with    modern    equipment 


DURHAM,  N.  C,  has  only  about  45,000  inhab- 
I  itants,  and  in  respect  to  the  size  of  the  city  served 
the  brief  submitted  for  the  1927  Coffin  Prize  by 
the  Durham  Public  Service  Company  is  unique.  Mod- 
estly, its  brief  tells  the  history  of  this  company  during 
the  past  five  years,  a  story  replete  with  interest,  especially 
to  other  properties  of  similar  size,  because  it  shows  what 
can  be  done — and  has  been  done — to  bring  such  a  prop- 
erty into  good  financial  and  physical  shape. 

Industrially,  Durham  is  one  of  the  leading  cities  of  its 
state,  being  famous  for  its  output  of  tobacco,  textiles, 
hosiery,  yarn  and  bag  products.  It  is  also  an  educational 
center,  being  the  home  of  Duke  University,  and  only  12 
miles  from  the  University  of  North  Carolina. 

The  electric  railway  system  dates  from  1902  and 
operating  conditions  were  favorable  up  to  the  outbreak 
of  the  World  War.  Then  expenses  increased  rapidly, 
and  though  the  company  received  two  fare  increases  its 
net  earnings  were  unsatisfactory.  The  downward  trend 
in  net  continued  until  1924,  when  the  company  was  faced 
with  the  early  need  of  spending  $125,000  for  track  con- 


struction and  paving,  $36,000  to  replace  obsolete  rolling 
stock  and  $13,000  as  its  part  of  removing  a  grade  cross- 
ing within  the  city.  This  sum  was  in  addition  to  $325,- 
000  which  the  company  had  expended  during  the 
previous  five-year  period  on  roadbed,  paving  and  rolling 
stock.  The  conditions  prevailing  with  respect  to  gross 
and  net  earnings  for  the  six-year  period  ended  with 
June,  1927,  are  disclosed  in  Table  I. 

Co-ordinated  Plan  of  Bus  and  Rail 
Operation  Adopted 

The  first  step  taken  in  the  constructive  program  was 
the  adoption  of  a  co-ordinated  plan  of  bus  and  car  opera- 
tion on  the  basis  of  rendering  a  service  which  would 
attract  public  approval  and  patronage  by  meeting  present- 
day  demands  for  service  with  present-day  methods. 
This  meant  that  the  entire  routing  plan  had  to  be  revised.  , 
During  the  previous  ten  years  the  city  had  grown  rapidly 
in  certain  directions  and  its  traffic  arteries  had  changed. 
Some  car  routes  were  rendering  a  needed  service,  while 
others,    aside    from    serving    low-traffic-bearing    areas, 


974 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


975 


showed  heavy  losses  and  no  prospect  of  ever  developing 
satisfactorily. 

Poorly  patronized  routes  without  indication  of  future 
traffic  increases  and  in  bad  physical  repair  as  to  track 
were  immediately  abandoned  and  bus  operation  substi- 
tuted. In  the  first  month  of  bus  operation,  March,  1925, 
approximately  8,000  bus-miles  were  operated  with  a  bus- 
mile  revenue  of  only  11.5  cents.  The  progressive  in- 
crease resulting  from  the  six  months  period  is  shown 


TABLE  I— SIX-YEAR  STATEMENT  OF  EARNINGS  AND  EXPENSES 

DURHAM  STREET  RAILWAY  AND  BUS  SYSTEM,  AS  OF  TWELVE 
MONTHS   ENDED    JUNE   30 

Gross                  Operating  Net 

Revenue               Expense*  Earnings 

1922 $162,182               $155,440  $5,742 

1923 165,945                 143,470  22,475 

(924 158,612                   143,871  14,740 

1925 147,074                 152,919  (D)  5,845 

J926 169,256                   164,068  5,188 

1927 196,329                  188,085  8,245 

)927t 200,250                  177,840  22,410 

*  Replacement  reserve  included. 

t  Estimate  for  twelve  months  ended  Dec.  31,  1927. 

(D)  =  Deficit. 

TABLE  II— PROGRESSIVE  INCREASES  IN  EARNINGS  PER  BUS-MILE 
AND   PER   CAR-MILE,    DURHAM    STREET    RAILWAY    SYSTEM 

^ — Bus  Operation — *      Electric  Railway  Operation 

Earnings  Per  Earnings  Per 

Period                      Bus-             Bus-Mile,             Car-  Car-Mile, 

Twelve  Months  Ended       Miles               Cents               Miles  Cents 

June,  1925 55,861               14.9               738,808  20.3 

December,  1925 190,706               16.7               620,816  19.1 

June,  1926 363,761               17.9               508,883  20.4 

December,  1926 487,789               18.9               438,231  22.0 

June,  1927 575,808               19.2               359,297  23.8 


in  Table  II,  which  also  gives  data  on  car-mile  revenue. 
In  the  latter  it  will  be  seen  that  there  was  an  improve- 
ment during  1927,  as  compared  with  1925,  of  3.5  cents  in 
revenue,  largely  as  a  result  of  co-ordinated  service  and 
improved  operating  conditions.  Incidentally  it  was  found 
that  the  buses  maintained  an  average  speed  in  excess  of 
10  m.p.h.,  as  compared  with  approximately  8  m.p.h.  on 
the  cars,  as,  with  the  exception  of  the  trackage  in  the 
business  area,  the  railway  layout  was  single  track  with 
turnouts.  Moreover,  with  the  bus,  it  was  found  possible 
to  enter  new  territory  impossible  of  being  served  by 
rail  operation. 

Through  Service  Given 

Experience  with  co-ordinated  service  showed  soon 
that  under  Durham  conditions  so-called  feeder  operation 
was  not  popular  and  passengers  on  the  buses  must  have 
a  direct   service   into  or  through   the  business   section. 


At  this  particular  factory  approximately  1,000  negroes  are  cm- 
ployed.  By  the  operation  of  special  buses  between  this  point 
and  the  negro  residential  district  heavy  patronage  is  secured 
and  overcrowding  of  regular  cars  and  buses  with  these  passen- 
gers is  eliminated 


With  the  buses,  also,  the  opportunity  for  chartered  Serv- 
ice returned.  Chartered  service  with  cars  had  long 
passed,  but  with  buses  the  company  is  securing  an  in- 
creasing amount  of  business  from  lodges,  schools  and 
churches  and  for  other  prearranged  trips.  Considerable 
regular  school  business  also  is  being  done.  As  this 
chartered  service  ordinarily  does  not  come  at  the  same 
time  as  the  maximum  of  demand  of  regular  service,  it 
increases  the  average  daily  miles  operated  per  bus. 

Types  of  Cars  and  Buses  Operated 

The  cars  now  operated  locally  are  modern  light-weight, 
double-truck,  one-man  safety  cars,  and  special  endeavor 
has  been  made  to  maintain  these  cars  in  a  well-painted, 
cleanly  condition.  All  cars  are  repainted  on  regular 
schedule  and,  with  the  prevailing  color  scheme  of  deep 
orange  and  cream  wjth  black  lettering  and  striping,  have 
a  very  attractive  appearance.  Both  cars  and  buses  are 
washed  outside  and  cleaned  inside  on  regular  schedule. 
Comment  on  the  comfortable  riding  qualities  of  the  buses 
led  to  the  decision  to  replace  existing  seating  equipment 
on  the  street  cars  with  spring-edge,  leather-upholstered 
seats  and  cushions,  and  this  work  is  now  progressing. 

In  its  selection  of  type  of  bus  the  company  made  an 
extended  study  into  the  most  desirable  size  for  its  condi- 
tions and  decided  on  the  21-passenger  bus.  It  attributes 
much  of  the  success  of  its  bus  service  to  the  fact  that  it 
did  not  purchase  a  larger  vehicle.     Improved  operating 


The  substitution  of  bus  operation  for  railway  operation  on  thi«  handsome  boulevard  has  resulted  in  increased  revenue 

and  has  obviated  heavy  track  reconstruction  costs 


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ELECTRIC  RAILWAY  JOURNAL 


VoL70,  No.22 


TABLE    III— OPERATING    STATEMENT,    DURHAM    BUS  SYSTEM. 

TWELVE    MONTHS    ENDED    JUNE    30,    1927 

(Under  A.E.R.A.  Classification) 

Aoot.  Per 

No.                                        Revenue                                    Amount  Bus-Mile 

1201      Passenger  revenue $107,718.74  $0.18707 

1 203     Special  (chartered  service)  revenue 1 ,653 .  20  .  00267 

1210      Station  and  bus  privilege  revenue 1,119.79  0.00194 

1401.        Totalrevenue $110,491.73  $0.19188 

Expenses 

I    Maintenance  of  Plant  and  Equipment 

1301  Superintendence  of  plant  and  equipment $997.20  $0.00173 

1302  Maintenance  of  buildings  and  shop  equipment.              162.09  0.00028 

1304      Maintenance  of  vehicles 12,031.97  0.02090 

1306      Tires  and  tubes 6,875.24  0.01194 

1311      Retirement  reserve  (accrued) 15,912.20  0.02763 

Total  maintenance  of  plant  and  equipment.       $35,978.  70  $0.  06246 
II    Operating  Garage  Expense 

1315  Fuel  for  revenue  vehicles  (4  cents  gas  tax  ex- 

cluded)        $17,162.79  $0.02980 

1316  Lubricants  for  revenue  vehicles 1,929.31  0.00335 

1317  Garage  employees 2,566.18  0.00446 

1316      Garage  BuppUes  and  expenses 978.68  0.00170 

Total  operating  garage  expense $22,636.96  $0.03931 

III    Transportation 

1320  Superintendence  of  transportation $1,032.80  $0.00179 

1321  Bus  drivers' wages 27,120.68  0.04710 

132}      Other  transportation  expense 3,648.53  0.00634 

Total  transportation $31,802.01  $0.05323 

IV    Advertising  Expense 

1330                               49.40  0.00009 

V    Administration  and  General  Expenses 

13  34      General  offices,  salaries  and  expense $3,386.60  $0.00586 

13  35      Other  general  office  salaries  and  expense 3,619.20  0.00629 

13  45      LiabiUty  and  other  insurance  (injury  and  dam- 
age reserve) 1,543. 92  0. 00266 

1 35 1      Other  general  expense 

Total  administration  and  general  expense $6,549.72  $0.01465 

1403      Totol  operating  expense $99,016.79  $0.17196 

Net  earnings  before  taxes 11,474.94  0.01992 

1405      Taxes  (includes  4-cent  gas  tax) 4,951.52  0.00860 

Netearnings $6,523.42  $0.01132 

Total  expense  (plus  taxes) $103,968.31  $0.18056 

Plant  and  equipment 

1109      Motor  vehicles 102,186.07  

Buildings,  etc.  (not  allocated  at  present) 

6  per  cent  interest  on  plant  and  investment 4,443.06  0.00771 

1420         Netprofits $2,080.36  $0.00361 


conditions  were  also  secured,  according  to  the  brief, 
by  the  adoption  for  these  vehicles  of  the  vacuum  booster 
brake  system  and  of  an  extra  high  grade  of  parafifin-base 
Pennsylvania  lubricating  oil  costing  approximately  66 
cents  per  gallon,  instead  of  cheaper  oil.  In  consequence 
largely  of  these  two  practices  the  maintenance  of  buses 
(account  No.  1304  in  the  A.E.R.A.  classification)  has 
been  kept  to  2.09  cents  per  bus-mile.  The  entire  bus 
operating  expense  for  the  period  June  30,  1927,  is  given 
in  Table  III. 

Three  typical  views  of  operating  conditions  on  this 
property  are  published. 


The  first  shows  Five  Points,  where  three  heavy  traffic- 
bearing  streets  intersect,  with  considerable  consequent 
street  congestion.  All  car  and  bus  routes  pass  through 
this  intersection.  The  principal  thoroughfare  is  only  37 
ft.  wide,  but  safety  zones  through  which  other  traffic 
is  not  allowed  to  pass  are  maintained  and  have  aided 
materially  in  safe  operation. 

A  second  view  shows  closing  hour  at  one  of  the  large 
tobacco  factories  in  which  approximately  1,000  negroes 
are  employed.  Special  buses  are  operated  between  this 
point  and  the  negro  residential  district  and  not  only  enjoy 
heavy  patronage  but  help  to  relieve  the  overcrowding 
of  the  regular  car  and  bus  service  with  negro  passengers. 

The  third  view  shows  one  of  the  streets  on  which  rail- 
way service  was  abandoned  and  bus  service  substituted. 
Residents  along  this  handsome  boulevard  never  pat- 
ronized the  car  service  very  much  as  they  preferred  their 
private  cars.    With  attractive  buses,  business  is  growing. 


TABLE    IV— OPERATING    STATEMENT,    RAILWAY    DEPARTMENT" 
DURHAM,  N.  C,  TWELVE  MONTHS  ENDED  JUNE  30,  1927 


Annual 

A.  Revenue 

Pajssenger  revenue $84,048.  70 

Miscellaneous  transportation  revenue 1 10.00 

Rentals  and  special  privileges 1,679.  45 

Totalrevenue $85,838.  15 

B.  Operating  Expenses 

Maintenance  of  way  and  structures $6,892.  49 

Maintenance  of  equipment 11*214  73 

Power ;  I2!439;  35 

Fransportation 24  250.  71 

Traffic  (advertising) '  80 !  57 

Carhouse  expense 2,495.  41 

General  (  ffice  salaries 2^723.  63 

Injuries  and  damages 200 .  00 

Other  general  expense ^. .  7  430  1 5 

Taxes ;.;;;■  4!816'  39 

Replacement  reserve 1 1 ,573 .  80 

Total  expense $84^  117.23 

C.  Net  earnings  from  operation $1,720.92 


Per 

Car-Mile 

$0 

.2339 

0 

.  0003 

0 

.0047 

$0. 

2389 

$0, 

0192 

0 

0312 

0 

0346 

0 

0675 

0 

0002 

0. 

0069 

0. 

0076 

0. 

0006 

0. 

0207 

0. 

0134 

0. 

0322 

$0.2341 
$0.0048 


One-Man  Operation  Reduces 
Accidents  in  Little  Rock 

STATISTICS  of  the  Arkansas  Power  &  Light  Com- 
pany relating  to  the  accident  record  of  its  Little  Rock 
property  show  a  reduction  in  accidents  following  one- 
man  operation.  These  statistics  are  presented  in  the 
company's  brief  for  the  1927  Coffin  Prize.  In  1925, 
when  two  men  were  used  for  the  car,  the  accidents  of 
this  company  totaled  1,298.  The  following  year,  with 
one-man  operation,  the  accidents  were  169  less.  This 
reduction  is  all  the  more  notable  because  during  the  in- 
stallation of  one-man  service  there  was  a  period  when 
conductors  had  to  be  trained  as  operators  and  motormen 
had  to  be  sought  that  could  make  change  and  issue  trans- 
fers rapidly.  During  the  first  six  months  of  1927  the 
accidents  were  on  an  even  lower  ratio,  being  550  for 
the  half  year. 

The  company  follows  an  extensive  safety  program 
with  each  employee.  It  has  a  Safety  First  Committee 
composed  of  one  employee  from  each  department.  This 
committee  meets  once  a  month  to  discuss  safety  problems 
and  make  a  general  inspection  of  the  various  departments. 
Recommendations  are  then  made  to  the  management  of 
any  changes  which  the  committee  believes  will  reduce  acci- 
dents. In  the  majority  of  cases  the  recommendations 
are  made  efTective  immediately. 

Monthly  meetings  attended  by  the  trainmen  are  held 
in  the  clubrooms  of  the  carhouse.  They  are  also  at- 
tended by  the  shop  men,  superintendent  of  transportation, 
master  mechanic,  supervisors,  and  the  claim  agent,  and 
there  is  a  general  discussion  of  means  for  reducing  acci- 
dents and  improving  the  public  service.  In  addition, 
every  employee  has  an  opportunity  to  oft'er  suggestions 
for  improving  the  service  by  depositing  them  in  a  sugges- 
tion box.  These  suggestions  are  considered  at  the  regu- 
lar monthly  meeting. 

Safety  contests  are  also  conducted  among  the  oper- 
ators. The  men  are  grouped  in  teams  of  ten  each,  and 
individual  records  of  accidents  are  marked  up  daily  on  a 
large  blackboard  in  the  carhouse.  All  accidents  are 
recorded.  At  the  end  of  the  month  a  committee  of 
five  passes  on  all  accident  reports  and  those  accidents 
which  indicate  carelessness  or  negligence  on  the  part  of 
the  operator  are  charged  against  his  record,  as  well  as 
against  the  team  to  which  he  belongs.  Cash  prizes  are 
paid  at  the  end  of  the  year  to  the  three  teams  making 
the  best  record. 


operating  Contract  Plan 

for  Philadelphia's  Broad  Street  Suhway 

J.  Rowland  Bibbins,  consulting  engineer  for  the  city, 
presents  plan  with  novel  features.  Full  city  owner- 
ship and  operation  by  private  company  are  proposed 


ON  NOV.  10  Mayor  W.  Freeland  Kendrick  of 
Philadelphia  took  the  first  official  step  in  prepa- 
ration for  the  operating  of  the  new  Broad  Street 
subway  by  forwarding  to  Council,  with  his  recommenda- 
tions, the  full  report  and  operating  agreement  prepared  by 
J.  Rowland  Bibbins  of  Washington,  D.  C,  consulting  en- 
gineer for  the  city  of  Philadelphia  in  these  proceedings, 
as  he  also  was  in  the  fare  case  of  1925.  It  is  the  Mayor's 
stated  ambition  to  conclude  arrangements  this  year  for 
subway  operation  during  his  administration,  thus  bring- 
ing into  use  the  first  and  most  important  step  of  Phila- 
delphia's standard  gage,  high-speed  program. 

The  following  discussion  is  abstracted  from  Mr.  Bib- 
bins' report. 

Co-ordinated  Operation  and  Contingent  Return 

A  new  type  of  operating  contract  has  been  designed 
by  the  engineer  for  the  conditions  peculiar  to  Philadel- 
phia, the  relative  position  of  city  and  company  set  against 
the  background  of  past  and  probable  future  growth  and 
development.  Philadelphia  is  the  first  city  to  undertake 
rapid  transit  trunk  lines  completely  equipped  and  ready 
to  run  by  any  licensed  operator,  i.e.,  built  complete  out  of 


city  capital,  of  which  around  $100,000,000  will  soon  be 
invested  in  the  Broad  Street  trunk,  now  nearly  completed 
except  the  terminal  extension  to  South  Street. 

In  this  contingent  plan,  which  is  essentially  an  operat- 
ing agreement,  the  Philadelphia  Rapid  Transit  Company 
is  recommended  as  a  licensed  operator  in  co-ordination 
with  its  own  system,  for  a  trial  term  ending  in  1936, 
about  8^  years,  a  sufficient  time  to  enable  both  parties  to 
gain  needed  experience  to  determine  whether  to  carry  on 
indefinitely.  At  that  time  and  every  four  years  thereafter 
the  city  has  the  right  to  review  the  agreement  terms,  and 
also  the  right  of  termination.  This  date  is  set  in  order 
to  complete  the  major  steps  of  the  high-speed  system 
authorized  by  the  1918  referendum.  In  1957  the  agree- 
ment is  made  co-terminous  with  the  Frankford  elevated 
lease  and  the  1907  city-company  contract,  so  that  the 
opportunity  then  presents  itself  for  the  city  to  consolidate 
all  of  the  local  transportation  properties. 

The  major  extension  program  assumed  in  this  agree- 
ment covers  only  the  essential  lines  of  Broad  Street  to 
its  South  Street  terminal,  the  Ridge  Avenue-Eighth 
Street  branch  and  the  Walnut- Woodland  subway-elevated 
to   Darby,   thus   completing   by    1935   the   backbone   of 


Conclusions  and  Recommendations  Summarized 


1.  Recommended :  An  operating 
agreement  on  the  contingent  return 
plan ;  city  high-speed  lines  to  be  oper- 
ated by  P.R.T.  as  part  of  a  city-wide 
transit  system  with  co-ordinated  feed- 
ers and  the  same  fares,  interline 
transfers  and  exchanges. 

2.  City  has  assumed  the  full  finan- 
cial burden  of  providing  new  rapid 
transit,  hence  it  should  receive  the  net 
revenues  from  city  lines  to  support 
its  investment.  Under  existing  cir- 
cumstances this  will  yield  maximum 
city  return. 

3.  Capital,  revenues  and  operating 
expenses  of  the  city  lines  to  be  kept 
separate  and  under  continuous  super- 
vision of  an  experienced  board  of 
control,  with  appropriate  city  and 
company  participation.  Supervision 
is  essential  to  the  success  of  the  con- 
tingent return  plan,  as  a  safeguard  to 
the  city's  interests. 

4.  Estimated  Broad  Street  subway 
earnings  under  this  agreement  are 
about  $2,500,000  net  for   1929,  first 


year  of  full  operation,  or  about  2.8 
per  cent  on  the  total  cost,  $89,000,000, 
leaving  about  the  same  amount  to  be 
paid,  at  the  start,  out  of  taxation. 

5.  Broad  Street  subway  is  stra- 
tegically located  on  the  city's  main 
traffic  artery.  North  Philadelphia 
already  holds  over  half  the  city's 
population  and  is  growing  in  popula- 
tion and  housing  more  rapidly  than 
any  other  district.  Nearly  700,000 
people  or  two-thirds  the  population  of 
this  district  live  within  the  time-sav- 
ing zone  of  influence  of  this  subway 
and  its  feeder  lines. 

6.  P.R.T.  revenue  has  increased 
nearly  $8,000,000  or  18  per  cent  in 
the  two  years  following  the  last  fare 
raise;  and  total  traffic  in  1926  was 
the  highest  in  the  history  of  the  com- 
pany, also  revenue  traffic  (excepting 
post-war  peak  year  1920). 

7.  Company  is  relieved  of  financial 
responsibility  of  building  and  operat- 
ing city  lines  and  as  the  city's  oper- 
ator    receives     compensation     com- 


mensurate   with    the    magnitude    of 
such  operations. 

8.  The  trial  term  ends  in  1936,  the 
city  then  having  right  of  review 
and/or  termination ;  likewise  every 
fourth  year  thereafter.  Term  of 
agreement  ends  1957. 

9.  Extensions  covered  during  the 
trial  term  relate  only  to  those  author- 
ized by  referendum,  i.e..  Broad  Street 
terminals  and  Walnut-Darby  lines; 
other  desired  extensions  to  be  in- 
cluded by  mutual  agreement. 

10.  Recommended:  Frankford  ele- 
vated lease  under  existing,  practical 
conditions  may  well  stand  as  it  is, 
separate  from  the  Broad  Street 
agreement,"  but  if  by  mutual  agree- 
ment it  can  be  made  fully  cotermi- 
nous therewith,  including  right  of  re- 
view, this  should  be  done  so  that  some 
minor  features  may  later  be  clarified. 
The  non-standard  track  gage  and 
size  of  cars  and  the  physical  connec- 
tion with  Market  Street  indicate  the 
reasonableness  of  this  course. 


977 


978 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


the  city  high-speed  lines  to  the  north  and  the  southwest, 
which,  together  with  the  present  Market-Frankford  ele- 
vated-subway trunk  to  the  west  and  northeast,  furnishes 
the  main  axial  system  of  rapid  transit.  Other  extensions 
and  branches  are  provided  for  by  mutual  agreement  but 
may  become  mandatory  on  the  first  date  of  review,  1936, 
or  succeeding  four-year  periods. 

Transportation  at  Minimum  Cost 
Is  Provided  for 

This  plan,  it  is  believed,  will  secure:  (1)  The  trans- 
portation essential  to  continued  growth  at  less  cost  thai: 
by  any  other  available  plan;  (2)  public  ownership  (by 
necessity  rather  than  choice)  and  private  operation;  (3) 
co-ordinated  development  with  minimum  risk  to  both 
parties  ;  (4)  a  saving  of  1^  to  2  per  cent  in  fixed  charges, 
and  (5)  a  minimum  burden  on  the  taxpayer,  resulting 
from  the  use  of  the  city's  financial  reservoir  to  tide  over 
early  deficits  later  absorbed  by  growing  traffic. 

The  engineer's  estimates  based  on  elaborate  riding 
habit  counts  of  previous  years  (P.R.T.  origin-destination 
counts),  also  growth  trends  and  forecasts  of  population 
and  housing,  indicate  the  Broad  Street  system  under  this 
co-ordinated  plan  would  earn  in  its  first  full  year,  1929, 
about  $2,500,000  net  or  2.8  per  cent  on  its  investment, 
leaving  only  about  a  like  amount  to  be  paid  from  taxes 
for  fixed  charges,  including  sinking  fund.  This  return 
will  rise  gradually  after  each  stage  of  new  construction, 
due  to  increasing  traffic,  and  drop  temporarily  as  each 
new  extension  goes  into  service.  By  1936,  with  an  invest- 
ment about  three-fourths  greater  than  initially,  after  the 
Walnut- Woodland  elevated-subway  line  to  Darby  is  put 
into  operation,  the  estimated  revenues  will  about  double 
and  the  estimated  net  return  on  the  city's  investment  will 
be  somewhat  greater  than  in  1929.  All  of  these  esti- 
mates apply  only  to  co-ordinated  operation. 

Although  differential  fares  might  possibly  be  justi- 
fied in  the  future,  the  agreement  was  based  upon  a  fare 
system  uniform  with  that  of  the  present  lines  and  buses, 
requiring  some  adjustment  of  the  company  surface  lines 
to  provide  feeder  service.  In  order  to  avoid  accounting 
complications,  fares  on  interline  riding  are  to  be  pooled 
and  split  equally,  so  that  the  company  receives  propor- 
tionate revenue  for  its  short-haul  feeder  lines  and  the 
city  for  its  high-speed  trunk  service. 

Thus  co-ordinated  operation  becomes  an  inherent  ele- 
ment of  the  plan.  According  to  the  engineer  this  status 
is  quite  different  from  so-called  "unified  operation," 
which  most  generally  results  in  so  complex  a  situation 
of  "scrambled"  capital  and  operating  accounts  as  to  defy 
reasonable  allocation  at  times  of  desired  resettlements. 
In  this  agreement  the  city's  accounts  are  to  be  kept  en- 
tirely separate,  likewise  the  physical  property  and  opera- 
tions. But  to  the  passenger,  the  system  is  completely 
co-ordinated. 

Operator's  Compensation  Based  on 
Net  Earnings 

The  city  lines  will  bear  all  of  the  operating  costs  and 
appropriate  compensation  of  all  of  the  personnel  required. 
In  addition,  some  incentive  to  active  traffic  development 
and  operating  efficiency  is  embodied  in  the  agreement 
by  a  sliding-scale  compensation  proportionate  to  the  mag- 
nitude of  operations  based  upon  3  per  cent  of  the  net 
earnings  of  the  city  lines.  Here  it  is  to  be  remembered 
that  the  operator  as  such  is  relieved  of  the  necessity  of 
financing  both  construction  and  operation  of  city  lines. 
On  this  point  the  engineer  states : 


The  subway  will  of  course  aflfect  adversely  slower  parallel  sur- 
face lines  and  activate  the  crosstown  feeder  lines.  But  in  view  of 
the  evident  consideration  given  by  the  Public  Service  Commis- 
sion to  such  a  probability  [undertaking  the  city  lines  operation] 
in  sustaining  the  72-8  cent  fare,  and  from  my  study  of  available 
P.R.T.  railway  statements  and  other  records  pertaining  to  the 
company's  position  today,  the  conclusion  appears  to  me  to  be 
justified  that,  under  the  present  fare,  the  company  should  be  able 
to  continue  the  operations  of  its  own  lines  without  financial 
embarrassment  from  additional  Broad  Street  subway  operation 
under  this  agreement.  This  assumes,  of  course,  normal  levels 
of  budget  expense  operations  and  of  overheads  generally  current 
on  equally  modern  systems. 

Bearing  upon  this,  it  is  pointed  out  that : 

Total  riding  in  1926  exceeded  that  of  192S  and  with  bus 
traffic  exceeded  that  of  any  year  in  the  history  of  the  company ; 
likewise  revenue  traffic  excepting  only  the  post  war  peak  of  1920 : 
and  passenger  revenues,  railway  and  bus,  increased  nearly  $8,000,- 
000  or  18  per  cent  in  the  two  years  following  the  last  fare  raise. 
Thus  the  net  result  upon  the  P.R.T.  system  under  the  proposed 
co-ordinated  plan  will  probably  be  to  sustain  the  surface  system 
as  a  whole  and  at  least  to  avoid  the  decline  thereon  which  would 
immediately  ensue  if  the  city  were  forced  to  resort  to  full  inde- 
pendent operation. 

The  company,  in  normal  operation,  submits  annually 
operating,  maintenance  and  capital  budgets  and  upon  the 
board's  approval,  Council's  authorization  of  new  capital 
funds  is  requested,  and  drafts  upon  the  renewal  fund  are 
approved  or,  in  cases  of  emergency,  from  other  balances 
as  provided  for  in  the  agreement. 

City's  Amortization  Policy  Recognized 

Under  the  law  all  construction  money  must  be  fully 
amortized  by  the  city  within  the  15-30-50  year  periods  of 
issue,  roughly  apportioned  to  the  useful  life  of  the  prop- 
erty. The  sinking  fund  payments  thus  add  perhaps  one- 
fourth  to  normal  fixed  charges  of  the  major  part  of  the 
structure,  the  subway.  It  is  evident,  states  the  engineer, 
that  the  city  is  thus  following  a  very  conservative  finan- 
cial policy,  especially  with  regard  to  the  permanent  sub- 
way structure,  in  writing  off  the  entire  investment  within 
IS  to  50  years,  as  the  case  may  be.  This  amortization 
policy  has  two  great  advantages: 

1.  It  deliberately  retires  a  good  portion  of  the  investment  cover- 
ing building  for  the  future  which  is  necessary  in  any  rapid 
transit  enterprise,  due  to  the  nature  of  the  task  and  the  high  cost 
of  enlarging  to  four  tracks  later. 

2.  It  creates  a  "revolving  fund"  progressively  built  up  from 
bond  retirements  out  of  which  new  extensions  and  major  replace- 
ments may  be  made  without  recapitalization,  thus  providing  a 
financial  "cushion"  for  readjusting  future  operations  to  the  cur- 
rent needs,  and  avoid  the  entire  dependence  on  new  bond  issues 
which  might  not  then  be  economically  feasible  (such  as  during 
war  times).  Also  to  a  moderate  degree  it  puts  the  brake  on 
unwise  expansion. 

Thus  in  this  Philadelphia  situation,  while  the  burden 
of  amortization  is  unescapable,  it  is  eminently  conserva- 
tive and  helpful  to  the  next  generation,  and  the  plan  has 
been  worked  out  so  that  the  present  taxpayer  burden 
under  the  law  is  minimum,  adequate  renewal  of  the  prop- 
erty is  practically  guaranteed. 

Under  the  conditions,  the  amassing  of  a  depreciation 
reserve  fund  based  upon  the  useful  life  of  the  principal 
parts  of  the  property  is  not  deemed  advisable  or  neces- 
sary by  the  engineer.  Instead,  actual  "renewal  liability" 
has  been  provided  for,  based  upon  such  life  but  with 
a  much  lighter  burden  on  fares  and  with  a  reserve  fund 
limited  to  amounts  estimated  to  be  needed  to  carry  the 
system  over  its  peak  years  of  renewal  requirements,  plus 
a  reasonable  safety  factor.  This  principle  of  renewal 
liability  as  distinguished  from  accrued  depreciation  was 
developed  by  the  engineer  in  the  1925  fare  case  for  the 
entire  P.R.T.  system,  recognizing  that  a  large  part  of 
any  accrued  depreciation  reserve  will  never  be  required 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


979 


_>  Area  of  time  saying 

-^  Broad  St  subway^ 

.^  Sth  St -Walnut-Woodland  sub-el 

~  "prf^td  ]  trolley  andbus  feeders 
100  fbpulation,  estimated  1927 


Area  within  time-saving  influence,  Philadelphia  Broad  Street  subway  and 
Woodland- Walnut  subway-elevated 

The  time-saving  area  represents  the  esti- 
mated area  in  which  time  will  be  saved 
by  riding  to  or  from  the  business  district 
on  rapid  transit  lines  (local  service)  and 
feeders,  as  compared  with  routing  on 
existing  railway  and  bus  lines. 


The  estimated  population  in  1927  is  based 
on  the  1920  census  revised  to  1927  as  in- 
dicated by  the  1927  school  census.  The 
population  that  is  shown  outside  of  the 
city  limits  is  taken  from  the  1920 
census. 


all  depreciable  elements  of  the  property  as 
and  when  actually  required,  but  excluding 
that  portion  of  accrued  depreciation  which  in 
the  aggregate  can  never  mature  as  such  at 
any  one  time,  that  is  the  full  difference  be- 
tween the  cost  new  and  the  depreciated  value 
of  said  property  as  a  whole. 

Thus  under  the  agreement  rates  will 
carry  only  actual  renewal  cost.  As  the 
amortization  of  the  entire  property  is 
mandatory  by  law,  no  justification  ex- 
ists for  the  double  amortization  which 
would  result  from  full  accrued  depreci- 
ation. Until  the  first  bonds  mature 
(fifteen  years),  renewals  will  be  carried 
out  of  revenue.  Thereafter,  renewals 
will  be  refunded  so  far  as  necessary. 
Thus  the  amortized  capital  will  be 
"plowed  back  into  the  property"  as  fast 
as  used  up  in  service  and  ultimately 
the  bonded  debt  will  be  progressively 
reduced. 

Local  Supervision  Considered 
Essential 

A  co-operative  board  of  control  is 
recommended  by  the  engineer  as  a 
practical  safeguard  to  the  city's  grow- 
ing interests,  i.e.,  a  co-operative  agency 
appropriately  representative  of  both 
city  and  company,  to  decide  promptly 
the  multitude  of  questions,  technical 
and  financial,  for  which  this  board  is 
especially  qualified.  This  simply  puts 
into  practice  the  spirit  of  co-operation 
voiced  in  the  1907  city-company  con- 
tract, but  which  has  heretofore  proved 
somewhat  unworkable  under  its  terms. 
This  supervision  is  not  a  charter  func- 
tion of  the  Department  of  City  Transit 
as  now  constituted. 

Under  a  guaranteed-rental  lease  re- 
quiring return  of  the  property  in  proper 
condition  the  Board  of  Control  would 
not  be  so  essential.  But  with  the  pro- 
jected city  system  advancing  so  rapidly 
to  a  position  of  preponderant  invest- 
ment interest,  and  the  necessity  of  cur- 
rent knowledge  of  revenues  and  opera- 
tions, maintenance  of  physical  condition 
and  safety  funds  therefor,  and  since 
the  city  has  elected  to  take  the  responsi- 
bility for  rapid  transit  development,  this 
technical  control,  continuous  and  "at 
the  source,"  is  considered  an  important 
step  in  advance  in  the  Philadelphia  sit- 
uation. In  the  language  of  the  report 
and  agreement,  the  board  members 
should  be : 


as  such  because  the  overlapping  renewal  maturities  of 
the  various  parts  of  the  property  are  spread  over  long 
periods  of  years,  and  only  a  small  portion  matures  at  any 
one  time.    The  engineer  defines  renewal  liability  to  mean : 

Such  estimated  amounts  which   in  the  aggregate  will   suffice 
to  meet  the  cost  of  renewals  or  replacements  or  both  of  any  and 


Qualified  by  training  and  experience  in  the 
operation,  accounting,  engineering  and/or 
finance    of    transit    systems.     In   no   sense 

assuming  managerial  functions,  but  rather  to 

provide  a  qualified  agency  thoroughly  in- 
formed, technically  experienced  and  continuously  active  in  all 
matters  affecting  the  operation  and  financial  integrity  of  the 
city  system. 

The  company  appoints  one  member,  the  Mayor  appoints 
the  chairman ;  the  Director  of  Transit  sits  ex  officio,  thus 
tying  in  effectively  the  city's  construction  organization. 


980 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


This  step  is  in  line  with  the  established  policy  of  the  two 
largest  Pennsylvania  cities,  viz.,  The  "Gas  Commission" 
of  the  Philadelphia  Gas  Works  ordinance,  and  the  "Con- 
ference Board"  of  the  Pittsburgh  traction  ordinance. 
This  board  will  keep  currently  informed,  make  official 
determinations  and  certifications,  approve  budgets,  appro- 
priations and  contracts,  and  recommend  on  numerous 
questions  continuously  arising,  thus  relieving  the  city's 
legislative  and  executive  authorities  of  all  technical  details 
except  such  as  require  city  action. 

City's  Stability  and  Trend  Justify 
Contingent  Plan 

Heretofore  cities  seem  to  have  been  satisfied  to  provide 
construction  money  simply  on  guaranteed  carrying 
charges  paid  by  the  lessee.  As  a  result,  to  safeguard 
against  contingencies  the  lessee  drives  as  hard  a  bargain 
as  possible,  aided  by  the  ghost  of  operating  deficits  of 
the  early  years.  Inevitably  the  taxpayer  foots  the  bill. 
But  Philadelphia,  with  its  remarkable  history  of  steady 
growth  and  industry,  stability  and  diversification,  has 
itself  provided  the  necessary  guarantee  of  safety.  Hence 
this  plan,  with  a  return  to  the  city  contingent  on  traffic 
and  revenue,  has  been  designed  to  release  the  lessee  from 
the  actual  or  assumed  risk  necessarily  an  important  factor 
in  any  guaranteed  rental.  Thus  relieved,  the  lessee  be- 
comes simply  a  licensed  operator  on  stated  compensation. 

The  full  perspective,  the  engineer  states,  must  embrace 
the  fact  that  Philadelphia  has  alone  taken  upon  itself  the 
duty  heretofore  assumed  largely  by  private  capital  as  one 
of  the  responsibilities  of  a  supervised  monopoly,  in  devel- 
oping transit  in  proportion  to  the  needs  of  the  commu- 
nity. The  city  has  developed  its  best  traffic  artery,  here- 
tofore undeveloped.  North  Philadelphia  as  a  whole  con- 
tains more  than  half  the  population  of  the  city,  and  it  is 
estimated  that  two-thirds  the  population  of  this  district, 
more  than  700,000  people,  reside  within  the  territory 
served  by  the  zone  of  influence  of  the  Broad  Street 
subway  and  its  co-ordinated  feeders,  i.e.,  within  the  time- 
saving  zone.  Moreover,  outlying  North  Philadelphia 
is  now  and  since  1900  has  been  growing  fastest  in  popu- 
lation of  any  section  of  the  city.  This  is  particularly 
true  since  1920.  Underlying  all  this,  Philadelphia  has 
shown  itself  to  possess  perhaps  the  most  stable  population 
growth  of  any  American  city.  While  a  slight  recession 
is  recently  in  evidence,  it  is  not  unreasonable  to  assume 
that  Philadelphia's  broad  underlying  growth  should  con- 
tinue, especially  in  a  community  of  such  fortunate  diver- 
sified industry. 

The  Housing  Association's  coded  spot  map  of  dwell- 
ings built  in  1923  and  1926  gives  striking  evidence  of  the 
concentration  around  the  Broad  Street  subway,  and  be- 
yond, reflecting  anticipated  subway  service,  likewise  the 
condensation  at  the  end  of  the  Frankford  line  to  the 
northeast.  Not  only  row  houses  but  even  apartments 
have  made  their  appearance  well  beyond  the  north  ter- 
minal. Thus  the  subway  will  at  once  fulfill  a  major 
purpose — high  speed  and  long  haul — and  very  probably 
will  supplant  a  considerable  portion  of  private  automobile 
traffic. 

The  potential  service  possibilities  of  the  city's  new 
high-speed  system  are  here  measured  by  the  time  saving 
over  present  surface  car  line  and  bus  schedules  to  the 
center  of  the  city.  Tributary  population  within  the  city 
limits  shown  by  dots  on  the  time-saving  zone  of  influence 
map  is  recorded  as  of  1927.  The  unshaded  areas  to  the 
northeast  and  to  the  west  are  already  covered  by  the 
Market  Street-Frankford  elevated  route.    This  time  sav- 


ing is  based  upon  surface  line  and  bus  feeder  schedule 
operations,  allowing  suitable  period  for  transfers.  It  is 
this  time  saving  in  which  the  surface  lines  find  their  most 
\aluable  service  rather  than  in  long-haul  service  to  the 
center.  While  recapture  of  private  automobile  traffic  now 
existing  has  not  been,  and  cannot  be,  accurately  esti- 
mated, the  engineer  iielieves  that  much  of  this  long-haul 
auto  traffic  will  swing  over,  to  the  subway  as  central 
congestion  increases. 

Benefit  Assessment  Recommended 

The  lines  here  represented  are  estimated  to  cost  around 
$89,000,000  complete  for  the  first  unit,  City  Hall  North, 
$120,000,000  including  the  South  and  Ridge-Eighth 
Street  extension,  and  branch,  and  around  $160,000,000 
when  the  Walnut- Woodland  subway  extension  to  Darby 
is  completed.  Other  projected  extensions  further  south, 
to  the  northwest  and  branches  to  the  north  will  require 
still  other  capital  in  large  amounts.  The  engineer  there- 
fore raises  the  question  whether  the  time  has  not  come 
for  the  principle  of  local  benefit  assessment  to  be  incor- 
porated in  the  city's  transit  financing,  pointing  out  that  a 
joint  resolution  therefor  has  already  passed  two  legis- 
latures and  awaits  referendum  for  the  construction  of 
Pittsburgh  systems. 

In  an  economic  sense,  it  is  paid-up  amortization  of  the  extra 
development  cost  of  building  for  the  future  as  well  as  for  the 
present  by  contributions  from  property  benefited  by  the  improve- 
ment, in  proportion  to  such  benefit.  By  this  means  the  addi- 
tional burden  of  fares  and  taxes  from  such  expensive  form  of 
transit  construction  will  be  proportionately  reduced  and  the  re- 
lease of  city's  borrowing  power  facilitated  to  maintain  the  con- 
tinued growth  to  which  the  city  is  entitled. 

Enabling  legislation  for  Philadelphia  to  provide  the 
necessary  legal  machinery  and  safeguard  its  administra- 
tion is  suggested. 

The  engineer's  report  discusses  also  the  various  alter- 
native plans  of  the  contract-lease  ranging  between:  (a) 
A  fixed  guaranteed  rental,  and  (b)  complete  independent 
operation  by  the  city  or  other  operator  with  city  feeders, 
including  compromise  independent  operations  with  feeder 
service,  as  agreed  upon :  contingent  rental  based  upon  a 
fraction  of  the  fare :  sliding  scale  guaranteed  rental  fol- 
lowing the  net  earnings,  etc.  But  while  independent 
operation  exists  as  a  possibility  and  last  resort,  the  engi- 
neer strongly  recommends  the  fully  co-ordinated  plan 
with  uniform  fares,  exchanges  and  interline  free  trans- 
fers to  feeder  lines.  In  this  matter  the  system  will  be 
most  completely  integrated,  the  public  given  the  best 
service  and  both  city  and  company  derive  larger  revenues 
than  if  independent  operations  were  resorted  to. 

In  the  final  perspective,  the  proposed  operating  agree- 
ment gives  the  car  rider  a  uniform  7^-8-cent  fare  and 
universal  transfers  and  at  the  start  pays  about  one-half 
of  the  carrying  charges,  while  the  taxpayer  carries  the 
other  half,  the  company's  responsibility  for  city  lines  is 
confined  to  efficient  operation  and  receives  one-half  of  the 
interline  riding  revenue,  the  city  receives  what  is  prob- 
ably the  maximum  return  under  any  practical  form  of 
lease  and  saves  the  public  from  1.5  to  2  per  cent  on  the 
cost  of  financing.  The  P.R.T.  is  permitted  to  merge 
into  its  system  a  new  system  of  modern  high-speed  trunk 
lines,  and  continue  its  operations  under  the  1907  agree- 
ment at  much  less  cost  than  if  it  had  been  called  upon  to 
build  these  high-speed  lines  itself. 

A  proposed  agreement  and  operating  contract  is  ap- 
f)ended  to  the  report  and  gives  in  detail  the  features 
stated  by  the  engineer  as  essential  in  securing  the  results 
desired.  This  was  prepared  after  consultation  with  the 
city  officials  concerned. 


These  cars  for  the  electrically  equipped  Stadtbahn  in  Berlin  have  four  double  sliding  doors  on  each  side 

Cars  on  Berlin  Stadtbahn 


The  design  of  the  cars  selected  for  this  rapid 
transit  road,  now  being  electrically  equipped, 
is  given  in  detail.  The  electrical  equip- 
ment includes  a  number  of  novel  features 


By  Henry  W.  Blake 

Senior  Editor  Electric  Railway  Journal 


DESIGN  of  the  car  adopted  for  the  Berlin  Stadt- 
bahn is  of  equal  interest  with  the  power  distribu- 
tion system  with  which  the  same  road  is  equipped. 
An  account  of  the  latter  was  published  in  the  issue  of 
this  paper  for  Nov.  5.  Before  making  a  selection  of 
the  type  of  car  the  engineers  of  the  German  State  Rail- 
ways, the  owner  of  the  line,  made  an  extended  study  of 
the  types  used  in  rapid-transit  service.    Particular  atten- 


1  ou  \  as  given  to  the  determination  of  the  most  desirable 
irrangeL"ent  of  seats  and  doors.  To  help  in  the  decision 
jeverai  exj.  "rimental  cars  were  built.  The  results  ob- 
tained from  ."^ese  samples  led  to  the  selection  of  the 
^resent  desigt. 

he  chiet  powa:  sought  in  the  new  cars  were: 
Larg.  J?  carrying  cap<»/*^v,  especially  for  rush-hour  con- 
ditions, .vithin  tJre  deat  ace  limits  available ;   rapid  rate 

i^.  _  Insidf ^ 

£levccf  ion 
1 — 


fiai/oreaggage        DO?          W.^r.^,200mm                      I     I  Vi'? 

k- .— Compart  menf_ ^.\^y- K^gomm. -— - ->]  ,  \* 3rdClass  Comparfmenf--i^\-2ncl  Class  Comparfmenf-->\ 


iOOmm. 


A  From  fhird-rail 
1        shoe 


Inside  End  Elevation      Cross 
of  Rear  End  Section 


Front  End 
Elevation 

981 


4  From  fhird-rail' 
1  shoe 

Trains  are  made  up  of  these  self-con- 
tained units,  each  consisting  of  a 
motor  car  and  trail  car.  Eight-car 
trains,  made  up  of  four  of  these 
units,  are  run  during  rush  hours 


982 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


of  passenger  interchange  to  reduce  the  length  of  station 
stops;  easy  subdivision  of  the  train,  so  that  its  length 
could  be  varied  according  to  the  trafiSc  demand;  short 
distance  between  station  platform  and  car  floor. 

Cars  are  now  being  built  according  to  the  final  design 
by  a  number  of  different  car  builders.  The  halftone 
engraving  at  the  beginning  of  this  article  shows  the 
exterior  of  one  of  the  cars  built  by  the  Waggon  & 
Maschinenbau  A.  G.  of  Gorlitz.  The  accompanying  line 
drawing  shows  a  motor  car  and  trailer  being  built  by 
the  Orenstein  &  Koppel  Company  of  Berlin.  These  two 
cars  are  of  the  same  length,  and  in  operation  a  motor 
and  trailer  are  permanently  connected  together  to  form 
a  two-car  train.    Such  a  train  can  be  run  by  itself,  or  in 


sengers.  Besides  these  seats  there  is  a  large  amount 
of  room  for  standing  passengers. 

As  is  common  on  local  lines  in  Germany  there  are 
no  so-called  first-class  compartments.  Tickets  are  sold 
only  for  second  and  third-class  accommodations. 

The  weight  of  the  car  bodies  has  been  kept  low  by 
the  use  of  silicon  steel  and  simplification  of  design,  so 
that  an  entire  train  of  eight  cars  weighs  about  248  metric 
tons  (545,600  lb.).  Still  further  reduction  in  weight  is 
hoped  for  following  the  use  of  aluminum  alloy.  Such 
a  train  would  carry  in  rush  hours  an  average  load  of 
about  1,000  persons,  making  the  weight  of  train  with 
load  about  320  metric  tons  (704,000  lb.). 

On  each  side  of  each  car  are   four  double  sliding 


At  left,  two  views  of  the  car  controller  from  opposite  sides.  At  right,  master  controller 

In  the  car  controller  "a"  indicates  an  opening  under  the  load      like  a  deadman"s  handle.     The  small  lever  below  is  a  selective 
switch.  switch  for  varying  the  rate  of  acceleration  and  for  changing  from 

In  the  master  controller  the  starting  knob  on  top  is  arranged      forward  to  backward  operation. 


combination  with  other  similar  groups  of  two  cars  to 
make  a  four-car,  six-car  or  eight-car  train. 

The  eight-car  train  would  consist  of  four  motor  cars 
and  four  trailers  and  would  have  a  total  length  of  140 
m.  (460  ft.).  This  is  the  longest  train  that  can  be  accom- 
modated at  the  present  station  platforms. 

As  will  be  seen  from  the  plan,  the  outer  or  free  end 
of  the  motor  car  has  a  motorman's  compartment  extend- 
ing the  entire  width  of  the  car.  Directly  to  the  rear  of 
this  compartment  is  a  section  about  4.7  m.  (15  ft.  5  in.) 
in  length,  separated  from  the  rest  of  the  car  by  a  sliding 
door.  This  section  has  two  double  cross  seats  and  four 
double  longitudinal  seats,  all  of  which  can  be  raised,  so 
that  mail  and  baggage  can  be  carried  in  this  section,  if 
necessary.  At  the  rear  of  this  section  is  another  with 
cross  seats  for  38  third-class  passengers.  All  the  seats 
in  the  trail  car  are  transverse,  but  the  car  is  divided  by 
a  bulkhead  into  two  compartments,  one  for  third-class 
and  one  for  second-class  passengers.  In  each  complete 
"quarter  train"  there  are  upholstered  seats  for  28  second- 
class  passengers  and  slat  seats  for  84  third-class  pas- 


doors,  each  1,200  mm.  (47^  in.)  wide.  The  large  side 
windows  are  counterbalanced  and  they  can  be  opened  for 
one-half  of  their  height.  The  flooring  is  covered  with 
fireproof  cement.  Electric  lighting  is  provided  in  each 
car  by  three  circuits  of  five  lamps  in  dome  fixtures,  which 
give  a  good  light  distribution  without  a  dazzling  effect. 
Each  car  is  equipped  with  fifteen  electric  heaters,  wound 
for  750  volts  and  750  watts,  and  arranged  under  the 
seats.  In  each  motorman's  cab  is  a  fire  extinguisher 
and  a  Krupp  typhone  signal  whistle. 

The  couplings  are  of  the  automatic  combination  type 
and  provide  for  air  connections.  Later  the  electrical 
connections  will  probably  be  included  in  the  couplers. 
The  trucks  have  a  wheelbase  of  2,500  mm.  (8  ft.  2^  in.) 
with  wheels  of  900  mm.  (35^  in.)  diameter.  Air  brakes 
of  the  variable-load  type  are  used.  The  management 
says  that  it  plans  to  use  brake  shoes  of  wood  or  similar 
material  to  avoid  generation  on  the  road  of  iron  dust 
which  may  get  into  the  motors. 

Considerable  study  was  given  to  the  question  of  equip- 
ment.    In  the  early  tests  each  motor  car  was  equipped 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


983 


with  two  750-volt  motors,  each  having  a  capacity  of  170 
kw.  at  630  r.p.m.  on  the  hourly  rating.  These  motors 
weighed  about  3  metric  tons  each  and  both  were  mounted 
on  the  outer  truck  of  the  motor  car.  Later,  this  type 
of  equipment  was  abandoned  for  a  four-motor  equipment 
for  each  motor  car,  each  motor  being  wound  for  375 
volts,  the  two  on  each  truck  being  connected  permanently 
in  series.  Each  of  these  motors  at  800  r.p.m.  has  a 
rating  of  90  kw.  on  the  hourly  basis  and  of  about  56 
kw.  on  the  continuous  basis  and  weighs  with  casings 
1.66  metric  tons  (3,660  lb.).  The  decision  in  favor  of 
four  instead  of  two  motors  per  motor  car  was  because 
they  provide  greater  tractive  effort  and  permit  the  use 
of  smaller  diameter  wheels  (1,000  mm.,  or  39.4  in.,  in 
the  original  design  and  900  mm.,  or  35^  in.,  in  the  latest 
cars).  Smaller  wheels,  in  turn,  permitted  somewhat 
more  freedom  in  body  design.  The  lower  voltage  was 
adopted  because  it  was  expected  to  simplify  the  design  of 
the  motors  and  lessen  their  maintenance.  While  it  re- 
duces somewhat  the  number  of  economical  running  posi- 
tions, those  possible  with  375-volt  motors  are  considered 
sufficient. 

The  motors  are  mounted  by  nose  suspension  and  are 
connected  to  the  axles  through  gearing  having  a  reduction 
of  67  to  17. 

The  motor  order  was  divided  among  the  A. E.G. 
Brown-Boveri  and  Siemens-Schuckert.  One  of  the 
views  shows  a  motor  of  the  Siemens-Schuckert  Com- 
pany with  and  without  armature.  In  this  view  the 
straight  line  suspension  of  the  gear  case  by  brackets  from 
the  motor  frame  will  be  noticed,  as  will  also  the  method 
of  inclosing  the  axle  between  bearings.  Another  view 
shows  a  ventilated  armature  of  the  A. E.G.  make.  Its 
most  striking  feature,  to  an  American,  is  the  attachment 
of  the  fan  at  the  commutator  end  of  the  armature  shaft 


Roller  bearings  are  used  for  armatures 


A  Siemens-Halske  motor,  open  and  closed 


Electro-pneumatic  mechanism  for  operating  car  controller 


Armature  for  an  A.E.G.  ventilated  railway  motor.     Note  the  fan 
is  at  the  commutator  end  of  the  shaft 


instead  of  at  the  pinion  end.  All  armatures  have  roller 
bearings.  The  efficiency  of  the  motors  including  gear- 
ing is  88  per  cent. 

Electro-pneumatic  control  is  used.  The  two  groups  of 
motors  are  connected  in  series  and  in  parallel  by  the 
bridging  method.  The  car  controller  (illustrated  in  one 
of  the  views)  performs  the  function  of  the  switch 
group  used  in  corresponding  control  equipment  in  the 
United  States.  In  this  controller  the  contacts  are  closed 
and  opened  by  the  movements  of  rollers  bearing  against 
eccentrically  shaped  disks,  similar  to  the  cam  controller 
used  in  the  United  States.  For  safety,  the  circuit  is 
kept  closed  also  by  the  action  of  the  roller  on  the  disk. 
The  contact  is  opened  by  a  spring.  Each  contact  has 
its  own  magnetic  blowout.  The  one  under  the  opening 
marked  a  in  the  controller  view  is  a  so-called  load  switch, 
which  provides  the  necessary  bridging  connection  for 
changing  from  series  to  parallel. 

The  shaft  of  the  car  controller  is  rotated  by  the  action 
on  a  ratchet  wheel  of  a  pawl  pneumatically  operated 
and  electrically  controlled.  The  mechanism  at  the  end 
of  the  controller  shaft  for  doing  this  is  shown  in  an 
accompanying  view,  though  the  ratchet  wheel  is  hidden 
behind  the  rest  of  the  mechanism. 

The  entire  train  control  is  automatic.  The  motorman 
starts  the  train  by  pressing  down  the  button  of  the 
master  controller,  shown  on  the  opposite  page.  Further 
notching  up  from  point  to  point  follows  automatically 
in  the  switch  relays  when  the  motor  current  has  fallen 


984 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


to  the  predetermined  value.  The  current  taken  at  start- 
ing is  always  the  same,  so  that  overloading  of  the  motors 
is  not  possible.  The  two  motors  connected  permanently 
in  series  pick  up  current  in  the  same  way  as  if  they  were 
connected  in  parallel.  For  example,  if  an  average  accel- 
eration of  0.5  m.  per  second  per  second  (1.12  m.p.h.p.s.) 
is  required,  the  acceleration  in  the  series  position  would 
be  0.8  m.  per  second  per  second  (1.78  m.p.h.p.s.)  and 
0.36  m.  per  second  per  second  (0.8  m.p.h.p.s.)  in  the 
parallel  position. 

If  the  motorman  should  take  his  hand  off  the  knob,  or 
a  deadman's  handle,  all  power  is  cut  off  the  train.  With 
the  so-called  selective  switch,  shown  in  the  view  of  the 


Dome  lighting  is  used  and  the  seats  in  the  second-class 
compartments  arc  upholstered 

master  controller,  the  motorman  can  determine  the  aver- 
age starting  acceleration.  For  example,  he  can  select 
0.67  m.p.h.p.s.  in  suburban  operation  and  1.12  m.p.h.p.s. 
in  the  city.  This  same  switch  can  also  be  used  for  chang- 
ing from  forward  to  backward  movement. 

Further  apparatus  in  the  control  equipment  includes 
the  following :  ( 1 )  A  direction  reverser  with  two  com- 
pressed air  cylinders  and  magnetic  control,  (2)  a  no- 
voltage  protective  relay,  whose  magnet  coil  is  directly 
connected  to  the  main  circuit  from  the  third  rail  shoe, 
shuts  off  all  control  apparatus  from  the  car  if  the  current 
collector  loses  voltage,  (3)  a  series  overload  relay  for 
the  motor  circuit  which  operates  when  the  motor  current 
reaches  too  great  an  amount,  and  (4)  a  switch  by  which 
it  is  possible  to  cut  out  a  single  car.  The  controller  has 
special  contacts  for  the  heating  circuit  and  the  circuit  for 
the  compressor  motors. 

While  the  Stadtbahn  is  being  electrically  equipped,  the 
opportunity  is  being  taken  to  install  some  other  apparatus 
whose  use  will  be  extended  to  all  sections  as  rapidly  as 
possible  even  while  steam  locomotives  are  being  used. 
One  of  these  is  an  automatic  signal  system  which  is  being 
put  in  by  the  Siemens-Halske  Company.  The  cables 
for  this  system  are  being  laid  at  the  side  of  the  track  in 
a  trough  which  is  covered  with  asphalt  and  can  then  be 


used  for  a  walk-way.  An  automatic  stop  will  be  used 
in  connection  with  the  signal  system. 

The  platforms  at  all  stations  are  being  raised  to  the 
height  of  the  car  floors. 

An  electrical  repair  shop  is  under  construction. 
Associated  with  it  will  be  housing  accommodations  for 
the  employees. 

Increased  Capacity  Will  Follow 
Electrical  Equipment 

The  maximum  number  of  trains  which  can  be  run  on 
the  Stadtbahn  at  present  with  the  existing  steam  service 
is  24  per  hour.  These  trains  have  a  carrying  capacity 
for  passengers  seated  and  standing  of  about  27,200.  On 
the  Ringbahn,  on  account  of  the  limitations  of  the  sta- 
tions, the  capacity  with  steam  power  is  only  about  twelve 
trains  an  hour,  representing  about  12,400  seating  and 
standing  passengers. 

Electrical  operation  on  the  Stadtbahn  means  an  in- 
crease from  24  to  40  trains  per  hour,  or  67  per  cent, 
and  on  the  Ringbahn  from  twelve  to  24  trains,  or  100 
per  cent.  Moreover,  the  electrically  equipped  trains  on 
the  Stadtbahn  will  carry  40  per  cent  and  on  the  Ring- 
bahn 55  per  cent  more  passengers,  so  that  the  net  result 
on  the  former  is  to  make  its  capacity  2.34  times  and 
on  the  latter  make  three  times  the  present  steam 
service.  The  running  time  will  be  improved  by  about 
25  per  cent.  On  the  suburban  sections  a  corresponding 
gain  is  secured. 

Formerly,  the  only  way  of  reducing  total  train  capac> 
ity  in  the  hours  of  light  traffic  was  by  increasing  the 
headway.  Now  it  is  possible  to  meet  this  condition  by 
decreasing  the  length  of  the  trains,  so  that  the  headway 
used  need  not  be  lengthened.  This  means  better  service. 
A  saving  in  man-power  for  operating  the  trains  is  also 
expected. 

The  only  question  which  remains  to  be  considered  is 
that  of  the  way  of  handling  the  through  steam  trains 
which  will  still  use  part  of  the  Stadtbahn  to  reach  their 
terminals  or  to  pass  through  the  city.  The  present  plan 
is  to  haul  these  trains  by  electric  locomotives,  and  a 
sample  locomotive  is  being  built  for  this  purpose  at  the 
Siemens-Schuckert  works. 


Detroit  Accident  Record  Improving 

FURTHER  decrease  in  accidents  is  seen  on  the  lines 
of  the  Detroit  Department  of  Street  Railways  for  the 
month  of  October,  1927,  as  contrasted  with  the  corre- 
sponding month  of  1926,  according  to  Del  A.  Smith, 
general  manager  of  the  property.  The  reduction  is  from 
1,624  to  1,084  for  the  system,  or  33.2  per  cent.  This  he 
attributes  to  the  low  labor  turnover,  which  at  the  present 
time  is  less  than  0.5  per  cent.  The  accompanying  tabula- 
tion gives  the  comparison  for  the  various  divisions. 


COMPARATIVE    ACCIDENT    RECORDS    1927-1926,    DETROIT 
DEPARTMENT  OF  STREET  RAILWAYS 

Division                                        Total  1927  Accidents  1925  Per  Cent  Decrease 

Trumbull 48  112  57.1 

Woodward 89  154  42.2 

Baker 90  147  38.8 

Shoemaker 115  187  38.5 

Fort 128  206  37.9 

Gratiot 157  240  34  6 

♦East  Coach 53  76  30. 3 

Fourteenth 164  233  29  6 

Jefferson 123  163  24.5 

•West  Coach 117  106  tlO.4 

Total 1,084  1,624  33.2 

•Coach  record  for  October,  1927,  compared  with  September,  1927. 
tindicates  increase. 


Rapid  Transit  Railways 

Now  Serve  Sydney,  Australia 


The  si'x-track  main  line  passing  Central  Station  will  cross  this  viaduct 


SYDNEY,  New  South  Wales,  Australia,  will  have 
one  of  the  most  complete  rapid  transit  electric  rail- 
way systems  in  the  world  when  lines  under  con- 
struction and  proposed  extensions  are  completed,  accord- 
ing to  an  article  in  Engineering  News-Record.  The 
system,  the  first  part  of  which  was  opened  in  December, 
1926,  will  include  underground  fines  in  the  business  dis- 
trict and  surface  lines  connedfeng  with  the  suburban 
railways.  The  lines  will  extend^across  the  great  1,650-ft. 
cantilever  bridge  now  being  built  over  the  harbor,  to 
connect  with  lines  in  North  Sydney.  Part  of  the  line, 
that  passing  the  Central  Terminal  Station,  is  to  be  ele- 
vated. The  viaduct  which  will  carry  this  six-track  main 
line  is  shown  in  the  illustration  on  this  page. 

From  the  four-track  main  line  railway  entering  Sydney 
from  the  south  suburban  traffic  will  be  diverted  at  Red- 
fern  by  the  eight-track  city  railway,  paralleling  the  for- 
mer as  far  as  the  Central  Terminal  Station,  as  shown 
on  the  map.  Beyond  the  Central  local  station  six  tracks 
go  underground  to  the  Wynyard  station,  whence  four 
high-level  tracks  will  extend  across  the  new  bridge,  while 
the  two  low-level  tracks  loop  around  the  business  district 
and  return  to  the  Central  local  station.  Proposed  exten- 
sions include:  (1)  An  inner  loop,  /],  serving  an  eastern 
suburban  line;  (2)  a  second  connection,  B-B,  between 
Wynyard  and  Redfern  for  bridge  trains,  and  (3)  western 
and  southern  suburban  extensions  C  and  D.  In  North 
Sydney  the  line  will  connect  with  the  existing  railway  now 
isolated,  while  additional  lines  in  that  section  are  planned. 


From  Redfern  the  round-trip  route  by  the  city  loop  is 
5.5  miles,  with  18  miles  of  track.  From  the  Central 
station  the  round  trip  of  3.6  miles  is  to  be  made  in 
11^  minutes.  On  the  portion  now  in  operation.  Central 
to  St.  James,  the  run  is  made  in  2^  minutes,  which  is 
said  to  be  about  the  time  otherwise  required  to  leave  the 
train  at  the  Central  Terminal  and  board  a  downtown 
street  car.  The  longest  distance  between  stations  will  be 
less  than  a  mile. 

Many  features  enter  into  the  construction  and  arrange- 
ment of  the  crossings,  underground  lines,  tracks  and 
stations  of  the  system.  Among  these  are  the  numerous 
"flyover"  crossings  which  separate  the  grades  at  the  track 
intersections.  A  special  layout  of  this  kind  is  required 
in  the  south  approach  to  the  Central  local  station,  since 
the  arrangement  of  eight  tracks  for  northbound  and 
southbound  trains  alternately  is  here  changed  to  alternate 
pairs,  so  that  each  of  the  four  island  platforms  is  served 
by  trains  in  one  direction  only.  As  these  tracks  are  as- 
signed to  specific  routes,  the  connections  and  grades  are 
complicated ;  in  fact,  this  is  said  to  be  the  largest  crossing 
of  the  kind  in  the  world,  having  fourteen  flyovers  sep- 
arated by  two  crossings  at  grade,  but  used  only  by  trains 
in  the  same  direction.  Part  of  this  crossing  is  shown  in 
one  of  the  illustrations,  with  high-level  tracks  on  each 
side  of  the  roadbed  for  depressed  track. 

On  the  underground  portions  of  the  route  twin  single- 
track  tunnels  are  driven  for  the  different  double-track 
lines.    At  the  Goulbourn  Street  portal  there  are  six  tun- 


985 


986 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


Map  showing  the  present  and  proposed  rapid-transit  lines  of  Sydney,  Australia 


nels.  The  two  on  the  north  are  for  tracks  to  the  harbor 
bridge,  while  the  two  in  the  middle  and  two  at  the  south 
are  for  the  west  and  east  sides,  respectively,  of  the 
city  loop. 

Stone-ballasted  track  having  40-ft.,  80-lb.  T-rails  laid 
to  break  joints  is  standard.  Ties  are  of  ironbark,  9x5  in. 
and  8  ft.  long,  spaced  eighteen  to  a  rail  length,  with  the 
shoulder  ties  carrying  bridge  plates  30  in.  long  to  support 
the  joints.  Steel  tie  plates  give  the  rails  an  inward  cant 
of  1  in  20.  To  prevent 
leakage  of  current,  insu- 
lating pads  are  placed  be- 
tween the  tie  plates  and 
the  rails.  In  the  under- 
ground stations,  however, 
the  ties  are  embedded  in 
a  concrete  floor,  the  sur- 
face of  which  is  kept  1  in. 
below  base  of  rail  at  cen- 
ter of  tie  and  then  sloped 
to  the  drains.  For  the 
overhead  wiring  on  open 
track  steel  bridges  carry 
catenary  cables  from 
which  are  suspended  the 
trolley  wires  of  cadmium 
bronze. 

With  the  city  or  rapid 


One  of  the  several  "flyover"  crossings  of  the  system 


transit  railway  completed  and  the  suburban  lines  electri- 
fied, all  suburban  traffic  now  entering  the  Central  Termi- 
nal Station  will  pass  through  the  new  Central  elevated 
station.  It  has  eight  tracks  served  by  four  island  plat- 
forms 520  ft.  long,  with  a  maximum  width  of  33  ft. 
Platform  shelters  have  concrete  slab  roofs  on  pairs  of 
steel  columns  12  ft.  apart  and  spaced  38  ft.  longitudinally. 
At  each  end  of  each  platform  are  two  stairways,  for  en- 
trance and  exit,  connecting  with  subway  concourses.  These 

stairways  are  7^  ft.  wide 
and  have  a  total  rise  of 
19i  ft.  Each  platform 
has  also  a  3-ton  electric 
baggage  elevator,  con- 
necting with  a  10-ft.  sub- 
way leading  into  the  bag- 
gage room  of  the  adjacent 
terminal  station. 

Underground  stations 
are  of  different  types.  St. 
James  station,  40  ft.  be- 
low the  surface,  has  two 
island  platforms.  City  or 
local  trains  use  the  outer 
tracks  while  the  middle 
tracks  are  for  trains  of 
the  eastern  suburban  line, 
which  diverges  south  of 


Central  Station,  where  eight  tracks  and  four  island  platforms 
are  employed 


Museum  station  of  the  Sydney  City  Railway, 
lighting  is  a  feature 


Brilliant 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


987 


the  station  as  shown  on  the  map  on  page  986. 
This  station  is  108  ft.  wide,  with  28-ft.  platforms  520 
ft.  long.  Each  platform  has  one  12-ft.  stairway  for 
descending  passengers  and  two  6-ft.  stairways  for 
ascending  passengers.  These  stairways  open  from  a 
concourse  108  ft.  square  16^  ft.  above  the  platform 
and  16  to  18  ft.  high,  having  subway  ramps  to  the 
streets.  The  Museum  station,  for  two  tracks,  is  48  ft. 
wide  with  an  arched  roof  over  the  tracks  and  two  12^-ft. 
side  platforms.  Here  the  rails  are  about  45  ft.  below  the 
surface.  Long  inclined  subways  or  ramps,  with  steps 
at  intervals,  connect  with  the  streets.  Interior  walls  are 
lined  to  a  height  of  8  ft.  with  cream  colored  glazed  tile 
having  moldings  of  different  colors.  Above  this  the 
concrete  is  given  a  hard,  dense  surface  by  spraying  it 
with  two  coats  of  mill-white  water  paint.  All  stairways 
have  12-in.  treads  and  6-in.  risers  and  the  maximum 
height  for  any  flight  is  8^  ft.  Illumination  in  the  under- 
ground stations  has  an  intensity  of  4  foot-candles  on  a 
plane  3  ft.  above  the  platform.  As  a  result  of  this  bril- 
liant lighting  favorable  contracts  have  been  let  for  the 
advertising  spaces  on  the  walls.  Two  circuits  provide 
against  entire  failure  of  the  lights.  The  illustration  of 
this  station  shows  the  excellent  lighting. 

The  railway  was  designed  and  built  under  the  direction 
of  J.  J.  C.  Bradfield,  chief  engineer  of  the  Metropolitan 
Railway  and  Sydney  Harbor  Bridge.  R.  J.  Boyd  is  prin- 
cipal designing  engineer,  W.  Farrow  supervisor  of  con- 
struction, K.  A.  Fraser  and  A.  Humphries  resident 
engineers  and  M.  Myers  chief  electrical  engineer. 


In  addition  to  the  prize  winners  there  were  many  other 
stations  and  grounds  that  showed  the  result  of  work 
and  care. 


Promoters  of  Beautiful  Stations 
Win  Awards 

FALL  inspection  of  stations  of  the  Illinois  Power  & 
Light  Company,  Chicago,  111.,  for  the  award  of  1927 
prizes  to  winners  in  the  station  beautification  and  neat- 
ness contest  has  been  completed  by  the  committee  ap- 
pointed by  D.  W.  Snyder,  Jr.,  vice-president. 

On  the  main  line  the  winners  are  as  follows : 

Southern  division — Gillespie,  first ;  Anderson  substa- 
tion, second;  Virden  substation,  third.  Central  division 
— Forsyth,  first;  Bondville,  second;  Harristown,  third. 
Eastern  division — Fithian,  first;  Homer,  second;  Ridge 
Farm,  third.  Northern  division — Mindale,  first;  Union, 
second;  Morton,  third.  On  the  Illinois  Valley  division 
the  winners  were  as  follows;  Ottawa  shops,  first; 
Minooka,  second ;  Seneca,  third. 

As  a  reward  for  appearance  of  the  several  stations, 
prizes  were  allotted  to  the  winners  in  each  division  to 
the  amount  of  $35  for  first,  $25  for  second  and  $15  for 
third. 

Because  of  the  excellence  of  the  winners  of  first  place 
in  all  four  divisions  of  the  main  line  the  grand  prize  of 
$65  offered  for  the  best  developed  station  and  grounds 
was  divided  between  the  four  winners — Gillespie,  For- 
syth, Fithian  and  Mindale. 

Many  of  these  stations  were  so  carefully  cared  for  that 
they  were  indeed  beauty  spots  along  the  Illinois  Traction 
System  lines.  The  care,  time  and  work  given  to  the 
beautification  effort  by  the  station  and  substation  attend- 
ants were  responsible  for  the  results  attained.  Through- 
out the  territory  adverse  weather  conditions  made  the 
work  of  growing  flowers,  shrubs  and  grass  exceedingly 
difficult,  but  those  in  charge  of  stations  succeeded  in  spite 
of  these  handicaps. 


Numbered  Route  Signs  Used 
in  Milwaukee 

NUMBERING  of  street  car  routes,  and  providing 
illuminated  numbered  signs  on  its  cars,  is  an  inno- 
vation being  carried  out  by  the  Milwaukee  Electric  Rail- 
way &  Light  Company.  The  numerals  are  8  in.  high, 
and  are  placed  in  boxes  which  are  15  in.  square.  They 
occupy  a  position  on  the  front  left-hand  top  of  the  car 
roof,  which  will  demand  attention.  Beneath  the  num- 
ber, on  the  same  sign,  appears  the  name  of  the  route  in 


Car  of  the  Milwaukee  Electric  Railway  8C  Light  Company 
with  new  sign  arrangement 

smaller  lettering.  The  entire  sign  is  illuminated  at  night, 
so  that  the  numerals  can  be  read  easily. 

The  oblong  illuminated  roller  sign  on  the  cars  will  be 
used  to  indicate  destination  only.  In  addition,  colored 
illuminated  boarding  signs,  similar  to  those  used  on  one- 
man  safety  cars,  will  be  placed  on  all  types  jof  equipment. 

Single-end  rear-entrance  cars  will  bear  the  message 
"Rear  Entrance"  on  blue  glass.  Double-end  cars  will 
carry  the  sign  "Enter  at  the  Front  or  Center"  on  amber 
glass,  and  signs  for  the  center-entrance  type  cars  will 
read  "Center  Entrance"  on  red  glass.  On  one-man  cars 
a  "Front  Entrance"  sign  will  appear  on  green  glass. 

It  is  expected  that  riders  will  memorize  the  route  num- 
bers and  refer  to  them  rather  than  to  the  route  name.  As 
the  numbers  are  of  large  size,  greater  visibility  of  the 
numerals  will  tend  to  facilitate  operation,  particularly  at 
night,  on  streets  where  more  than  one  line  passes.  Motor 
buses  operated  by  the  company  will  have  similar  route 
signs,  and  a  city  and  suburban  transportation  map  show- 
ing all  the  lines  with  their  route  numbers  will  be  dis- 
tributed to  the  public. 


Valuation  of  Louisville  Railway 
Has  Novel  Features 


Report  on  cost  of  reproduction  of  the  Louisville 
Railway  recently  made  by  the  Beeler  Organiza- 
tion uses  latest  Supreme  Court  decision  as  basis. 
Perpetual    inventory    method    is    recommended 


SEVERAL  points  of  interest  are  raised  in  the  valua- 
tion of  the  Louisville  Railway  which  recently  was 
presented  to  Mayor  Joseph  T.  O'Neal  and  the  Board 
of  Public  Works  of  the  city  of  Louisville.  The  report  was 
prepared  by  the  Beeler  Organization  of  New  York 
under  the  supervision  of  John  A.  Beeler,  director,  and 
Harold  H.  Dunn,  associate  engineer.  Chief  among  the 
points  covered  are  the  method  of  determining  deprecia- 
tion, the  determination  of  overheads  and  the  continuous 
inventory  system  recommended. 

The  total  valuation  of  the  property,  as  given  in  Table  I, 
was  $28,393,734,  which  represents  the  reproduction  cost 
new  as  of  Dec.  31,  1926.  From  this  is  subtracted  de- 
preciation amounting  to  $3,944,952,  leaving  a  net  "sound 
value"  of  $24,448,782. 

In  addition  to  this  property  which  is  used  and  useful 
in  railway  operation,  the  engineer  gave  detailed  repro- 
duction costs  on  property  not  used  and  useful,  totaling 
$1,138,714,  from  which  depreciation  of  $498,125  was 
deducted,  leaving  a  sound  value  of  $640,589.  These 
values  were  all  determined,  states  the  engineer,  by  taking 
an  actual  inventory  of  the  property,  appraising  the  used 
and  useful  property  on  a  cost-to-reproduce  basis,  analyz- 
ing and  establishing  in  detail  units  of  value  for  each  in- 
ventory item,  showmg  the  cost  of  labor,  materials  and 
equipment  as  of  Dec.  31,  1926. 

In  pricing  the  physical  property  as  determined  by  the 
inventory,  attention  was  given  to  the  method  of  construc- 
tion. On  this  point  the  engineer  makes  the  following 
statement : 

Construction  cost  is  dependent  in  a  considerable  measure  on  the 
construction  program.  In  our  judgment  the  greatest  economy 
m  the  construction  of  this  plant  would  be  attained  in  a  program 
extending  over  a  period  of  two  years,  except  as  regards  the 
Campbell  Street  power  plant.  As  a  source  of  power  during 
peak  load  and  as  a  reserve  plant,  this  unit  would  not  be  needed 
as  soon  as  the  High  Street  plant,  which  cares  for  the  normal 
loads.  The  construction  of  the  reserve  plant,  therefore,  could  be 
started  somewhat  later  than  High  Street,  and  it  should  be  com- 
pleted within  the  six  months  following  completion  of  the 
remainder  of  the  railway  property. 

Power  plants,  substations,  carhouses,  miscellaneous  buildings 
and  underground  conduits  could,  without  doubt,  be  built  more 
expeditiously  and  economically  under  contract,  for  the  railway 
would  not  care  to  perpetuate  organizations  brought  together  for 
this  purpose,  nor  would  it  continue  to  have  need  for  such  con- 
struction equipment.  The  remainder  of  the  property  with  the 
possible  exception  of  grading  and  paving  could  be  constructed 
advantageously  by  railway  company  organizations. 

Under  either  plan  of  construction,  however,  there  would  be 
incidental  expenses  in  addition  to  the  bare  cost  of  materials  and 
labor.  Such  incidental  expenses  include  construction  office  ex- 
pense, including  time  keeping,  cost  keeping,  watching  and  guard- 
ing, the  cost  of  storage  sheds,  scaffolding,  temporary  piping  and 
wiring,  temporary  tracks  and  equipment,  the  wear  and  tear  on 
construction  machinery,  delays,  loss  and  waste  in  construction, 
mspection   and  testing  locally  and  at  manufacturers'   plants   to 


make  sure  that  specifications  and  guarantees  are  being  satisfied, 
the  expense  of  preparing  plant  units  for  operation  and  adapting 
them  to  operating  conditions,  and  contractors'  bonds  and  liability 
insurance.  These  and  kindred  expenses  would  be  covered  in  a 
contractors'  bid  or  estimate,  and  they  would  be  just  as  real  and 
necessary  a  part  of  the  cost  of  construction  of  the  plant  as  if  it 
was  built  by  the  company's  own  construction  organization.  In 
addition,  a  contractor  would  add  a  certain  amount  as  his  profit, 
but  in  close  bidding  this  would  be  reduced  to  a  minimum. 

Certain  of  the  unit  prices,  therefore,  which  have  been  used 
are  such  prices  as  would  reasonably  be  named  by  a  competent 
contractor  if  he  were  seeking  the  contract  in  competition  with 
others.  In  other  cases  where  the  unit  prices  represent  the  bare 
cost  of  material  and  labor,  certain  allowances  have  been  made  to 
cover  the  miscellaneous  construction  expenses  defined  above.  The 
following  per  cent  allowances  on  material  and  labor,  which  in 
our  judgment  are  reasonable,  have  been  made  and  are  distributed 
through  the  appraisal  of  certain  classes  of  construction. 

Bnildincis — 15  per  cent,  including  architects'  fees  plus  2  per  cent 
for  liability  insurance. 

Power  plant  and  substation  equipment — 5  per  cent. 

Rolling  stock — an  item  of  general  expense  has  been  included  in 
the  unit  cost  to  cover  inspection,  a  small  amount  of  engineering, 
preparation  for  service  and  adaptation  to  operating  conditions. 

Land — none. 

Shop,  roadway,  office  and  miscellaneous  equipment — none. 

All  other  construction  accounts — 10  per  cent. 

Depreciation  Considered  in  Detail 

Careful  consideration  of  the  depreciation  of  the  prop- 
erty was  given  in  order  to  arrive  at  the  present  sound 
value.  The  courts  consistently  hold,  states  the  engineer, 
that  it  is  the  duty  of  a  public  utility  company  to  maintain 
its  property  through  repair,  maintenance  and  renewal  of 
parts  so  that  as  one  composite  instrument  of  service  it 
will  remain  in  the  maximum  economic  condition  and  so 
that  the  integrity  of  the  investment  shall  be  maintained. 
It  is  held  that  if  this  duty  is  fully  performed,  the  property 
as  a  whole  has  not  depreciated,  but  that  depreciation  has 
taken  place  and  should  be  deducted  in  such  measure  as 
this  duty  has  not  been  fulfilled.  On  the  other  hand,  it 
is  inevitable  that  any  property  which  has  been  operating 
throughout  a  long  period  of  years  will  include  many  units 
which  have  ceased  to  perform  the  functions  they  were 
originally  built  for,  or  perform  some  less  efficiently. 

While  the  courts  recognize  the  necessity  of  accumulat- 
ing a  reserve  on  the  basis  of  depreciation  calculations, 
or,  more  properly  speaking,  retirement  calculations 
founded  on  age  and  life  data,  they  do  not  regard  this 
ainoimt  as  properly  deductible  from  reproduction  cost  in 
the  determination  of  the  present  fair  value  of  a  public 
utility  property.  Even  a  property  in  100  per  cent  operat- 
ing condition  would  undoubtedly  show  evidences  of 
depreciation  as  measured  by  its  remaining  years  of  use- 
fulness. The  test  used  by  the  courts  is  to  determine  in 
what  measure  the  property  has  not  been  maintained  to 
the  maximum  standard  or  is  incapable  of  rendering  max- 
imum service. 


9gg 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


989 


Card  No.- 
Article — 
Location- 
Installed— 


Account  No.- 


-Auth.  No- 


Depreciation  Rate- 
Description  


-Cost  in  Place - 


Type  of  small  unit  card  recommended  for  first  system  of 
perpetual  inventory 


With  these  considerations  in  mind,  the  engineer  made 
estimates  of  loss  of  value,  which  have  been  summarized 
by  I.C.C.  accounts,  and  the  reproduction  cost  new  less 
depreciation  was  calculated  therefrom.  These  summa- 
rized accounts  are  also  given  in  Table  I. 

Determination  of  Overheads 

In  general  the  overheads  are  determined  in  the  manner 
ordinarily  used  in  making  valuations  of  public  utility 
properties.  The  principal  concern  in  matters  along  this 
line  is  the  determination  of  going  concern  value.  This 
determination,  states  the  engineer,  is  based  on  the  de- 
cision handed  down  on  Nov.  22,  1926,  by  the  United 
States  Supreme  Court  in  the  McCardle,  et  al.  vs. 
Indianapolis  Water  Company,  which  is: 

The  decision  of  this  court  declares :  "That  there  is  an  element 
of  value  in  an  assembled  and  established  plant,  doing  business 
and  earning  money,  over  one  not  thus  advanced,  is  self-evident. 
This  element  of  value  is  a  property  right,  and  should  be  con- 
sidered in  determining  the  value  of  the  property,  upon  which  the 
owner  has  a  right  to  take  a  fair  return  when  the  same  is  privately 
owned  although  dedicated  to  public  use." 

It  is  pointed  out  that  a  great  deal  of  the  prosperity 
of  the  city  of  Louisville  is  due  to  the  Louisville  Railway. 
Public  transportation  is  a  prime  necessity  in  all  live 
communities,  and  the  Louisville  Railway's  184  miles  of 
track,  serving  practically  every  section  of  the  city,  have 
been  built  up  from  a  modest  beginning  by  extension  into 
hitherto  undeveloped  or  partially  developed  sections. 
The  process  of  building  the  lines  up  beyond  the  central 
confines  and  making  possible  the  distribution  of  the  pop- 
ulation over  the  40  square  miles  now  under  service  has 
been  accomplished  slowly  and  at  considerable  expense. 
The  company  has  also  created  out  of  a  number  of  more 
or  less  loosely  organized  street  car  lines  one  unified  and 
comprehensive  system  with  the  supersession  of  property 
incident  thereto,  and  it  has  built  up  a  trained  and  skilled 
personnel  and  accumulated  records  enabling  it  to  operate 
more  efficiently. 


The  cost  of  this  development  from  a  mere  physical 
property  to  a  going  concern  with  an  established  routine 
and  an  attached  business  represents  an  element  of  in- 
tangible value  termed  "going  concern  value."  Whereas 
this  historical  development  has  required  many  years,  the 
development  of  this  great  producing  property  from  the 
collection  of  physical  property  units  described  in  the 
inventory  to  a  going  concern  with  a  trained  personnel, 
accumulated  records  and  operating  routine  and  an  es- 
tablished business  would  require  a  relatively  short  period 
and  would  not  be  determined  on  the  basis  of  its  historical 
development  cost.  After  a  careful  study  of  this  system 
and  the  conditions  surrounding  its  operation,  states  the 
engineer,  the  foregoing  cost  is  estimated  to  be  $1,775,000, 
which  in  his  opinion  represents  the  going  concern  value  of 
this  property  on  the  reproduction  cost  basis. 

Continuous  Inventory  System 

Besides  making  the  inventory,  the  engineer  prepared 
a  plan  for  a  continuous  inventory  and  appraisal  of  the 
property  so  that  the  valuation  may  be  kept  up  to  date. 
The  first  requisite  for  such  a  system,  it  is  stated,  is  an 
inventory  and  appraisal  worthy  of  perpetuation  and  in 
such  form  that  it  can  be  set  up  in  a  manner  permitting 
its  continuance.  This  basic  appraisal  may  be  set  up  in 
any  one  of  three  forms — a  loose-leaf  book  system,  a 
vertical  card  system,  or  a  visible  card  system.  In  the 
latter  the  cards  are  filed  horizontally  in  drawers,  all 
the  cards  in  each  drawer  being  visible  at  a  glance.  It  has 
certain  advantages  over  the  other  systeins,  but  any  of  the 
three  serve  the  purpose  admirably. 

Two  types  of  cards  will  be  required,  the  unit  card 
covering  individual  property  units,  such  as  a  generator,  a 
pump  or  an  automobile,  and  the  multiple-unit  card  cover- 
ing such  groups  of  property  units  as  rails,  ties,  poles,  wire 
and  pipe.  If  a  vertical  system  employing  small  cards  is 
used,  thd»unit  card  may  be  about  as  shown  in  the  illus- 
tration. Additions  and  retirements  may  be  recorded  on 
the  back  of  the  card,  which  may  be  ruled  so  as  to  provide 
columns  for  a  description  of  the  work,  the  authorization 
number  and  date  of  completion,  and  the  cost  of  each 
addition  with  the  total  cost  up  to  the  last  date. 

If  the  larger  visible  index  card  or  loose-leaf  book  sys- 
tem is  used,  a  form  similar  to  the  one  shown  for  the 
purpose  may  be  used.  It  will  be  noted  that  this  card 
covers  both  basic  appraisal  and  additions  or  retirements 
on  its  face.  Facing  this  may  be  another  card  or  page 
covering  depreciation  and  showing  the  progress  of  the 
property  item  toward  retirement. 

The  multiple  unit  cards  and  the  visible  index  system 
may  be  of  the  same  form  as  described  above  and  the 
face  of  the  cards  in  the  vertical  index  system  may  also 
be  the  same  as  the  unit  cards.    The  back  of  the  vertical 


Card  No.- 


-Item- 


-Account  No— 


Location - 


Line 


Auth. 
No. 


Date  of 
Compl'n 


Type& 
Description       Size     Quantity    Unit 


Cost  this  Item  in  Place 
Unit  Cost     Total  Cost 


Total  Cost 
to  bate 


Acct. 
No. 


11 
12 


Card  form  recommended  for  perpetual  inventory  by  visible  system  or  loose-leaf  book  system 


990 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


TABLE  I— REPRODUCTION  COST  NEW  AND  OBSERVED  DEPRECIA- 
TION PROPERTY  USED  AND  USEFUL  IN  RAILWAY 
OPERATION,  LOUISVILLE  RAILWAY 
As  of  Dec.  31,  1926 

Reproduo- 


Acct. 
No. 


Item 


501  Engineering  and  9Ui>erinteiuieiice... 

502  Right-of-way 

503  Other  land  used 

504  Grading 

505  Ballast 

506  Ties 

507  Rails,  rail  fastenings  and  joints 

508  Special  work 

510  Track  and  roadway  labor 

5 1 1  Paving 

5 1 2  Roadway  machinery  and  tools 

5 1 5  Bridges,  trestles  and  culverts 

516  Crossings,  fences  and  signs 

Signals  and  interlocking  apparatus 

Telephone  and  telegraph  lines 

Poles  and  fixtures 

Underground  conduit 

Distribution  system 

Shops  and  carhouses 

Stations,     miscellaneous    buildings 

and  structures 

Passenger  and  combination  cars. . . . 

Service  equipment 

Electrical  equipment  of  cars 

Shop  equipment 

Furniture  and  fixtures 

Miscellaneous  equipment 

Power  plant  buildings 

Substation  buildings 

Power  plant  equipment 

Substation  equipment 

Transmission  system 

Franchises 

Law  expenditures 

Interest  during  construction 

Injuries  and  damages 

549  Taxes 

550  Miscellaneous 

4 1 1   Materials  and  supplies 

Working  capital 


517 
518 
519 
520 
521 
523 
524 

530 
532 
533 
536 
537 
538 
539 
540 
542 
543 
544 
545 
546 
547 
548 


tion  Cost, 
New 

$748,875 

94,683 

704,410 

376,923 

1,320,281 

665,617 

2,183,174 

939,773 

1,870,880 

1,219,898 

55,625 

26,199 

107,736 

9,546 

3.218 

204.775 

466.523 

722.232 

1,386.754 

135.371 

2.861,690 

204,210 

1,749,540 

142,550 

48,293 

72.950 

1.834.934 

85,730 

2,486,349 

235,447 

263,855 

24.425 

112,396 

1,723,765 

268,362 

198,600 

418,105 

375,290 

269,750 


Deprecia- 
tion 
$57,697 


30,547 

106,057 

118,811 

261,980 

169,159 

172,596 

129,287 

13,906 

1,310 

21,547 

477 

804 

40.955 

57.786 
137.034 

25.459 
943.523 

77,334 
260.963 

35,637 
7,244 

16,522 

425,459 

8,573 

771,975 

23,544 

28,772 


Sound 

Value 

$691,178 

94,683 

704,410 

346,376 

1,214,224 

546.806 

1,921,194 

770,614 

1.698,284 

1,090,611 

41,719 

24,889 

86,189 

9,069 

2,414 

163,820 

466,523 

664,452 

1,249,720 

109,912 

1,918,167 
126,876 

1,488,577 
106,913 
41,049 
56,428 

1,409,475 
77.157 

1.714.374 

211.903 

235.083 

24.425 

112,396 

1,723,765 
268,362 
198,600 
418,105 
375,290 
269,750 


Total $26,618,734  $3,944,952  $22,673,782 

Going  concern  value 1,775,000   1,775,000 


Grand  total $28,393,734  $3,944,952  $24,448,782 


cards,  however,  should  be  modified  by  substituting  for 
"description  of  work"  the  heading  "number  of  articles — 
this  item  and  total  to  date."  A  summary  card  for  each 
account  may  also  be  included  in  the  system,  ^his  will 
permit  of  quickly  summing  up  the  total  property  value. 

This  work  should  be  carried  out  by  a  valuation  depart- 
ment in  charge  of  a  valuation  engineer.  In  order  to 
keep  the  appraisal  up  to  date,  this  department  must  be 
fully  informed  of  all  changes  in  the  property  not  only  as 
they  occur  but  as  each  change  is  authorized.  Such  an 
estimate  on  a  suitable  form  showing  a  description  of  the 
work  and  estimated  total  cost  with  the  amount  chargeable 
to  property  retired,  the  amount  chargeable  to  operating 
account  and  the  net  addition  to  capital  account  should 
accompany  or  be  made  a  part  of  the  authorization  form. 

After  approval  of  the  request  for  authority  by  the 
designated  official,  the  completed  authorization  form 
or  a  separate  work  order  form  should  be  sent  to  the 


accounting  department,  the  valuation  department  and 
the  department  charged  with  responsibility  for  execut- 
ing the  work.  During  the  progress  of  the  work,  the 
purchases,  payroll,  storehouse  and  other  charges  against 
the  particular  authorization  number  will  be  accumulating 
in  the  accounting  department,  and  on  completion  of  the 
work  a  complete  record  of  cost  will  be  available  there. 
A  summary  of  quantities  and  costs  may  then  be  made 
by  the  valuation  department  and  from  this  summary  the 
inventory  and  appraisal  cards  may  be  brought  up  to  date. 
Renewal  of  such  property  items  as  occasional  poles, 
trolley  and  transmission  wire,  hangers,  and  rails  charge- 
able to  operating  expense  present  somewhat  greater 
difficulty.  Such  equipment,  materials  and  supplies  are 
charged  out  of  the  storerooms  and  yards  and  installed 
under  the  direction  of  a  foreman,  whose  daily  reports  to- 
gether with  storeroom  records  can  be  made  to  show  the 
nature,  location  and  cost  of  such  changes.  The  routine 
for  apprising  the  valuation  department  of  such  changes 
can  best  be  worked  out  by  consultation  between  the 
valuation  engineer  and  the  various  department  heads. 
The  installation  of  such  a  system  serves  not  only  to  keep 
the  description  of  the  utility's  property  up  to  date,  but 
furnishes  a  valuable  check  on  the  use  of  materials. 


Signs  That  Promote  Safety  in 
El  Paso,  Tex. 

FOUR  of  the  signs  which  it  has  found  particularly 
effective  in  promoting  safety  are  reproduced  by  the 
El  Paso  Electric  Company  in  its  brief  for  the  1927  Coffin 
Prize.  The  first  illustrated  is  placed  at  every  dangerous 
street  intersection  in  the  system  and  about  100  ft.  from 
the  car  track.  It  bears  the  warning  "Slow  Down — Car 
Line"  in  bold  letters.  As  a  warning  to  automobilists  it 
has  proved  effective. 

The  second  view  shows  the  way  in  which  the  back 
panels  of  platform  folding  doors  are  marked  with  the 
word  "stop."  This  word  is  on  a  metal  sign  which  is 
exposed  to  view  when  the  door  is  open  to  permit  passen- 
gers to  board  and  leave  the  car.  The  third  sign  is  that 
carried  above  the  bumper  on  a  number  of  double-truck 
cars  that  have  a  wider  swing  at  curves  than  the  single- 
truck  Birneys  used  on  the  same  routes.  The  sign  reads, 
"Please  do  not  try  to  pass  this  car  on  curves." 

The  fourth  sign,  "Watch  Your  Step,"  is  used  on  all 
street  cars  and  buses  in  El  Paso.  It  is  the  same  as  that 
on  Pullman  cars  and  the  effect  has  been  to  encourage 
passengers  to  think  of  safety  in  boarding  the  cars. 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


Covering  Protects  Armatures 

PROTECTION  is  afforded  com- 
pleted armatures  in  the  shops  of  the 
London  County  Council  Tramways, 
London,  England,  by  encasing  them 
m  a  covering  of  canvas  and  wooden 
strips.  After  an  armature  is  wound, 
the  connections  to  the  commutator 
completed  and  the  windings  impreg- 
nated it  is  ready  for  the  covering. 

This  covering  is  made  of  cleats  of 
hard  wood,  attached  at  even  distances 
on  both  sides  of  a  strip  of  heavy  can- 


This  cover  of  wood  and  canvas  is  snapped 

on  each  completed  armature  to  prevent 

mechanical   injury 

vas.  The  thickness  of  the  cleats  is 
such  that  they  make  the  outside  diam- 
eter slightly  larger  than  that  of  the 
blower  at  the  pinion  end  of  the  arma- 
ture. The  length  of  the  cleats  is  such 
that  they  project  over  the  commuta- 
tor. The  covering  is  held  in  place  by 
straps,  so  that  the  entire  device  some- 
what resembles  a  shawl  strap. 

When  the  covering  is  placed  on  the 
armature  it  is  an  indication  that  the 
armature  is  completed.  It  remains  on 
while  the  armature  is  in  the  shop  and 
during  its  transportation  to  any  car 
depot  to  which  it  may  be  sent. 


also  proved  entirely  satisfactory  from 
a  service  standpoint. 

The  track  area  is  filled  up  to  the 
top  of  the  rails  with  earth,  to  which 
crude  oil  is  applied  as  a  means  of 
compacting  the  dirt  and  keeping  down 
the  dust.  A  little  care  is  required  to 
keep  the  space  filled  and  smooth,  and 
an  application  of  oil  has  to  be  made 
twice  a  year,  but  when  this  is  done 
the  surface  remains  in  good  condition. 

On  certain  streets  where  the  natural 
soil  did  not  take  up  the  oil  readily,  the 
tracks  were  covered  with  a  thin  coat- 
ing of  fine  crushed  rock  before  the  oil 
was  applied.  This  was  found  to  make 
an  excellent  surface. 


Oiled  Roadway  as  a  Substitute 
for  Paving 

SATISFACTORY  results  have 
been  obtained  with  oiled  roadway 
between  its  tracks  in  several  streets, 
instead  of  paving,  according  to  the 
1927  Coffin  brief  of  the  El  Paso 
Electric  Railway.  Authority  to  use 
this  substitute  was  requested  origi- 
nally of  the  authorities  because  of  the 
high  cost  of  paving,  but  the  plan  has 


The  annual  expense  of  maintaining 
and  oiling  these  unpaved  areas  is  less 
than  15  cents  per  foot  of  track. 

Incidentally,  the  company  is  a  large 
user  of  Tarvia  K.P.  for  filling  holes 
in  paving  and  for  replacing  brick, 
wood  blocks  or  asphalt  which  has  to 
be  removed  when  rail  joints  are  re- 
paired. The  Tarvia  is  mixed  cold 
with  sand  and  small  crushed  stone 
in  very  much  the  same  way  as  con- 
crete is  mixed  by  hand,  the  Tarvia 
taking  the  place  of  the  cement.  Once 
or  twice  a  month  a  crew  of  four  men 
can  prepare  enough  of  the  mixture 
to  keep  them  busy  a  week  in  making 
small  paving  repairs. 


Tools  Assist  in  Brush'holder  Maintenance 

By  Jesse  M.  Zimmerman 

Renewal  Parts  Engineer 
Westinghouse  Electric  &  Manufacturing  Company 


PROPER  maintenance  and  inspec- 
tion of  brush-holders  require  a 
complete  set  of  gages,  scales  and  ad- 
justing tools.  Five  tools  desirable 
for  the  work  are  shown  in  the  accom- 
panying illustration. 

1.  The  "Go"  and  "No-Go"  gage  is 
used  to  check  the  width  of  the  car- 
bon way.  If  the  "Go"  side  of  the 
gage  enters  the  carbon  way  it  is  an 
indication  that  sufficient  clearance  will 
be  insured  when  the  carbon  is  placed 
in  the  box.  If  the  "No-Go"  side  of 
the  gage  enters  the  carbon  way  it  is 
an  indication  that  the  carbon  way  is 
too  large,  thereby  permitting  a  loose 
brush  fit.  This  tool  is  used  by  the 
manufacturer  of  the  brush-holder, 
but  the  operator  can  make  equally 
good  use  of  it  when  he  repairs  the 
carbon  ways  of  his  brush-holders. 

2.  The  spring  scale  shown  has  a 
fiber  slide  which  is 
similar  in  dimen- 
sions to  the  carbon     ^^B  2 
and  takes  the  place 

of  the  carbon,  thereby  showing  the 
true  brush  pressure  exerted  on  the 
carbon  during  operation.  This  scale 
can  be  used  only  when  the  brush- 
holder  is  out  of  the  motor. 

3.  The  spring  fish  scale  is  very  con- 
venient for  the  car  shop  inspector, 
because  it  is  small,  easily  handled  in- 
side of  the  motor  and  provides  an 
accurate  method  of  measuring  the 
spring  pressure. 


4.  Where  the  "twin  washer"  type 
of  brush-holder  mechanism  is  used  a 
pointed  tool  is  required  to  change  the 
setting  of  the  spring  mechanism.  The 
pointed  end  of  the  tool  fits  into  any 
of  the  holes  in  the  tension  barrel,  after 
which  a  pressure  is  exerted  on  the 
handle  to  relieve  the  tension  on  the 


A\      A 


J 


=» 


Desirable  tools  for  proper  main- 
tenance  of   brush-holders 

1.  Go  and  No-Go  gage  for  measuring 
size  of  carbon  box. 

2.  Spring  scale  for  measuring  brush- 
spring  pressure  before  brush-holder  is  in- 
stalled. 

3.  Spring  fish  scale  for  measuring  brush- 
spring  pressure  on  inspection. 

4.  Tool  for  adjusting  tension  on  "twin 
washer"  type  brush-holder  mechanism. 

5.  Tool  for  adjusting  pressure  of  ratchet 
type  brush-holder  mechanism. 


992 


ELECTRIC  RAILWAY  JOURNAL 


Fol.70.  No.22 


cotter  pin  so  it  can  oe  removed.  The 
tension  barrel  is  then  moved  in  the 
desired  direction,  after  which  the  cot- 
ter pin  is  inserted  in  another  hole. 

5.  The  ratchet  type  of  mechanism 
requires  a  different  form  of  tool  for 
making  the  adjustment.  The  point  of 
this  tool  is  engaged  in  the  notch  of  the 
ratchet  wheel,  thus  holding  the  wheel 
stationary  while  the  dog  on  the  con- 
tact member  is  moved  to  the  desired 

notch. 

♦ 

Cars  Scrubbed  by  Schedule  in 
Fort  Worth 

MORE  attention  to  the  appearance 
of  both  the  interior  and  exterior 
of  street  cars  is  essential  in  its  com- 
petitive campaign  for  passengers  with 
the  private  automobile,  the  Northern 
Texas  Traction  Company,  Fort  Worth, 
Tex.,  believes.  This  means,  besides 
fresh  paint  and  varnish,  more  atten- 
tion to  car  washing,  especially  as  the 
repainting  is  done  with  lighter  and 
brighter  colors. 

The  new  washing  schedule,  accord- 
ing to  the  company's  1927  Coffin 
Prize  brief,  calls  for  an  inside  scrub- 
bing of  the  cars  once  every  three 
months.  This  means  that  two  cars 
have  to  be  scrubbed  every  day.  The 
work  is  done  under  the  supervision  of 
the  paint  foreman.  The  headlining, 
window  posts,  panels,  seats  and  floors 
are  scrubbed  with  soap  and  water. 
The  car  curtains  and  route  signs  are 
cleaned  and  the  seats  are  rubbed  with 
oil  after  the  inside  has  had  time  for 
drying.  The  cars  are  then  scrubbed 
carefully  on  the  outside,  touched  up 
by  the  painter  and  left  in  the  shop 
over  night  to  dry  thoroughly  before 
going  back  into  service. 


Lining  Up  Broken  Truck  Sides 
for  Welding 

WELDING  as  an  art  has  ad- 
vanced to  such  a  degree  that  a 
joint  made  in  this  manner  is  equal  to 
or  stronger  than  the  original  metal, 
However,  if  the  welded  parts  are  not 
in  correct  alignment  the  time  and  ex- 
pense of  the  welding  are  wasted.  This 
is  particularly  true  of  the  welding  of 
broken  truck  side  pedestals.  If  these 
parts  are  not  in  alignment  when  re- 
installed and  are  forced  into  their 
original  positions  undue  strains  are 
set  up  in  the  welded  pieces.  Mis- 
alignment or  mechanical  defects  are 
created  which  may  cause  a  failure  of 
the  weld  or  other  mechanical  ruptures. 
This  fact  was  appreciated  by  the 
mechanical  department  of  the   New 


Truck  frame  lined  up  for  welding 


York  &  Queens  County  Railway,  New 
York  City,  in  the  Woodside  shops  and 
a  simple  but  very  effective  method  for 
assuring  a  correct  alignment  of  the 
parts  for  the  welding  process  has  been 
developed. 

A  |x3-in.  flat  bar  drilled  for  the 
correct  end  frame  centers  is  bolted  to 
the  truck  side  end  frame  castings 
under  the  pedestals,  so  that  correct 
alignment  is  assured  when  this  is  in 
place.  A  ;^xl;|-in.  bar  drilled  for  the 
true  centers  of  the  pedestal  tie  bar 
bolts  is  bolted  to  the  bottom  of  each 
pedestal.  This  places  the  outside  sur- 
face of  the  pedestals  in  the  proper 
alignment.  A  wedge  placed  between 
the  end  frame  bar  and  the  bottom  of 
the  broken  pedestal  is  driven  in  until 
the  proper  distance  from  the  spring 
casting  to  the  bottom  of  the  pedestal 
is  obtained.  This  is  set  to  a  gage.  An 
adjustable  bolt  placed  on  the  face  of 
the  pedestal  shoes  permits  the  proper 
alignment  to  be  obtained  between  the 
surface  of  the  broken  pieces  and  the 
paralleling  of  both  sides  of  the 
pedestal.  The  two  |-in.  tie  bolts  in- 
serted in  the  top  of  the  end  frame 
casting  and  through  a  plate  on  the 
back  of  the  pedestal  maintain  the  cor- 
rect alignment  and  permit  of  the  free 
movement  without  fear  of  changing 
the  relationship  of  the  various  parts. 

Since  this  method  of  aligning 
broken  pedestals  has  been  adopted  no 
trouble  has  been  experienced  in  re- 
installation or  welding  failures. 


Portable  Crane  Saves  Labor 
and  Speeds  Work 

HANDLING  of  rails  and  special 
work  by  the  construction  depart- 
ment of  the  electric  railway  system 
of  the  Arkansas  Power  &  Light  Com- 
pany, Little  Rock,  Ark.,  has  been 
made  easier  by  a  portable  crane  that 
was  devised  by  the  engineering  de- 
partment of  the  company.  It  was 
completed  and  installed  in  June  of 
this  year  and  has  proved  a  great  labor 
saver.  Particulars  are  given  in  the 
Coffin  brief  for  1927  filed  by  the 
company. 

The  crane,  which  is  shown  in  the 
accompanying   illustration,    is   simple 
in  construction  and  operation.    It  con- 
sists merely  of  two  iron  tripods,  8  ft. 
high ;  an  8-in.  I-beam  20  ft.  long  and 
a  chain   block,   carried   by   a   trolley 
along  the  beam.     A  rail  can  be  lifted 
from  a  pile  on  the  ground  and  placed 
on  the  dolly  by  two  men  instead  of 
the  usual  crew  of  ten  or  more.    One 
of  the  effective  fr^m-.- —  -'  •'_£  ctat. 
is    the    placi  .^    .i    zui.    frogs    xm 
switches.     Wi,     >(  the  :.'ogs  ^.oii  b^ 
set  in  the  exac.    x»a.c>.i  that  is  re 
quired.     In  additi  -i  ^  ihe  s^vi"- 
time  and  labor,  the  ^^^..auic  ciane  nas 
reduced  accidents  to  workmen. 

When  the  tripods  of  the  crane  are 
spaced  17  ft.  between  centers  the 
beam  is  capable  of  holding  4.000  lb. 
The  cost  of  the  crane,  including  the 
chain  block,  was  approximately  $200. 


Portable  crane  for  saving  labor  and  speeding  work  in  use  in  Little  Rock,  Ark. 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


993 


New  Equipment  Available 


Grinding  Compound  for 
Valves 

FOR  grinding  and  polishing  valves 
to  give  a  smooth  finish  on  the  seat, 
a  new  grinding  compound  marketed 
under  the  trade  name  of  "Arico"  is 
announced  by  the  American  Ham- 
mered Piston  Ring  Company,  Balti- 
more, Md.  After  using  the  com- 
pound, the  seat  is  cleaned  easily  with 
water  or  gasoline.  "Arico"  is  a  water 
mixed  compound  and  is  sold  through 
jobbers  in  ^-Ib.  and  1-lb.  tins.  It  is 
also  supplied  in  small  utility  tubes. 


Small  Reversing  Switches 

SMALL  switches  for  miscellaneous 
application  as  across-the-line  re- 
versing switches  for  small  motors  are 
announced  by  the  General  Electric 
Company,  Schenectady,  N.  Y.  These 
switches,  which  are  of  three  types, 
bear  the  designations  CR  7009-F-l, 
F-2  and  B-10. 

The  CR-7009-F-1  and  F-2  switches 
each  consist  of  two  15 -amp., 
double-pole  contactors  electrically  and 
mechanically  interlocked  and  inclosed 
in  a  drawn-shell  inclosing  case.  They 
are  for  use  with  momentary-contact 
push-button  stations.  The  F-1  form 
is  without  overload  relays,  while  the 
F-2  form  has  Trumbull  overload 
relays. 

The  CR-7009-B-10  switch  consists 
of  two  three-pole,  25-amp.  contactors 
mechanically    and    electrically    inter- 


locked. The  switch  is  for  use  with  a 
momentary-contact  push-button  sta- 
tion and  has  Trumbull  overload 
relays. 

All  these  switches 
are  inclosed  in  a 
new  type,  drawn- 
shell  inclosing  case. 
They  will  find  ap- 
j)lication  wherever  a  small  magnetic 
reversing  switch  is  required 


Improvement  Made  in  Rail 
Preheater 

SEVERAL  improvements  in  its  rail 
preheater  that  add  considerably  to 
its  efficiency  and  effectiveness  are  an- 
nounced by  the  Metal  &  Thermit 
Corporation,  New  York,  N.  Y.  The 
frame,  which  is  cast  in  one  piece,  is 
of  heavier  material  than  was  used 
formerly.  Also,  an  oil  reservoir  is 
now  provided  which  holds  a  sufficient 
quantity  to  keep  the  blower  well  sup- 


Improved  type  of  rail  preheater 

plied  for  a  complete  day's  run.  An- 
other new  feature  is  the  introduction 
of  a  spiral  spring  to  the  hose  connec- 
tion that  prevents  the  hose  from  kink- 
ing at  the  place  of  greatest  wear.  The 
new  preheater  retains  all  the  desirable 
features  of  the  old  type,  which  include 
ball  bearing  motor,  rubber  tires,  air 
strainer  and  compact  design. 


Special  Body  for  Line  Maintenance 


FOR  quick  repairs,  line  maintenance 
and  pole  setting,  an  advanced  type 
of  truck  is  announced  by  the  Indiana 
Truck  Corporation,  Marion,  Ind.  The 
Model  115  includes  a  2-ton  chassis 
equipped  with  a  special  body  and  pole 
setter.  The  truck  illustrated  was  fur- 
nished the  Benton  Harbor-St.  Joe 
Railway  &  Light  Company.  It  is 
provided  with  bows  for  a  canopy  or 


tarpaulin  top  and  brackets  on  the  side 
of  the  body  for  carrying  the  pole 
setter  when  dismantled.  The  body 
provides  maximum  tool  and  supply 
capacity  with  a  minimum  amount  of 
space. 

The  pole  setter  is  operated  by  a 
special  winch  mounted  in  front  of  the 
body  and  driven  by  a  power  take-off 
installed  in  the  transmission. 


Special  body  and  pole  setting  equipment  applied  to  2-ton  chassis  for  Benton  Harbor-St.  Joe  Railway  &:  Light  Company 


994 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


^American  Association  ^ews 


Accounting  Questions  and  Answers 

Replies  to  questions  submitted  to  accountants'  standard  classification 

committee  and  to  the  bureau  of  accounts  of  Interstate 

Commerce  Commission  are  published 


IN  THE  report  of  the  Cleveland  con- 
vention, published  in  the  issue  of  Oct. 
8  of  this  Journal,  page  697,  there  viras 
a  reference  to  rulings  on  certain  ac- 
counting questions  made  during  the  year 
by  the  bureau  of  accounts  of  the  Inter- 
state Commerce  Commission,  acting  in 
conjunction  with  the  committee  on 
standard  classification  of  accounts  of  the 
Accountants'  Association.  These  ques- 
tions and  answers  form  a  part  of  the 
annual  report  of  the  committee  on  stand- 
ard classification  and  are  given  below 
in  slightly  abstracted  form.  They  throw 
light  on  the  proper  method  of  classifying 
complicated  electric  railway  charges. 

Q.  Road  A,  a  steam  road  line,  owns  a 
bridge  and  uses  the  center,  which  is  double 
tracked,  for  its  own  traffic  exclusively.  On 
one  side  of  the  double  track  is  a  roadway 
used  for  vehicular  traffic,  and  on  the  other 
side  is  a  single  track,  owned  and  main- 
tained by  Road  A,  leased  to  Road  B,  an 
electric  line.  It  is  used  exclusively  by  the 
latter  to  operate  an  electric  car  service. 
Road  A  charges  Road  B  a  fixed  sum  for 
rental  of  the  right-of-way  of  the  track  and 
also  a  bridge  toll  of  40  cents  per  car  each 
way.  How  should  these  payments  be 
charged  ? 

A.  The  exclusive  use  of  certain  tracks 
on  a  jointly  used  bridge  constitutes  joint 
use  within  the  meaning  of  the  text  of  ac- 
coiuit  97,  "Rent  of  Tracks  and  Facilities." 
The  entire  amount  paid  by  Road  B  to 
Road  A  should  be  charged  to  Account  97. 

Q.  Our  interurban  cars  are  equipped  with 
portable  telephones  so  that  passenger  train 
crews  can  report  to  the  train  dispatcher  any 
trouble  which  they  notice  when  they  do  not 
happen  to  be  near  a  station.  Should  the 
maintenance  of  these  telephone  sets  be 
charged  to  Account  18,  "Telephone  and 
Telegraph  Lines,"  or  to  Account  30,  "Pas- 
senger and  Combination  Cars." 

A.  The  first  cost  of  the  telephone  sets 
should  be  charged  to  road  and  equipment 
account  518,  "Telephone  and  Telegraph 
Lines,"  and  the  cost  of  maintenance  to 
operating  expense  account  18,  "Telephone 
and  Telegraph  Lines." 

Q.  To  what  account  should  be  charged 
repairs  to  gasoline  motor  cars  used  by  sec- 
tionmen,  bridge  gangs  and  linemen  in  get- 
ting over  their  territory.  It  is  my  belief 
that  Account  9,  "Miscellaneous  Track  and 
Roadway  Expenses,"  should  be  charged 
with  the  expense  of  repairs  to  sectionmen's 
speeders;  accoimt  15  or  24,  the  expense  of 
bridge  and  building  gang  speeders ;  and  17, 
18  or  such  other  accounts  to  the  linemen's 
expenses. 

A.  The  initial  cost  of  gasoline  motor  cars 
for  use  by  employees  should  be  included  in 
account  512,  "Roadway  Machinery  and 
Tools."  The  cost  of  repairs  to  these  cars 
should  be  included  in  accounts  appropriate 
to  their  use.  In  this  connection  see  case  51, 
"Accounting  Bulletin  14."    Cases  4  and  182 


to  which  you  refer  are  applicable  only  to 
gasoline  motor  cars  used  in  revenue  service. 

Q.  Suppose  an  existing  road  with  a  total 
investment  in  roadway  and  equipment  of 
$500,000,  whose  property  has  recently  been 
appraised  at  $900,000,  was  bought  at  a 
reorganization  for  $200,000,  how  should  the 
property  of  the  new  company  be  set  up  on 
the  books?  Would  it  be  proper  to  take 
the  appraised  sound  values  and  scale  them 
down  on  a  per  cent  rate  to  all  units?  In 
the  opinion  of  the  committee,  account  527, 
"Cost  of  Road  Purchased,"  would  apply  in 
accordance  with  instructions  contained  on 
page  91,  paragraph  3,  "Basis  of  Charges," 
in  the  Classification  of  Accounts. 

A.  The  opinion  of  the  committee  is  cor- 
rect. The  actual  money  cost  of  the  prop- 
erty should  be  reflected  in  account  401, 
"Road  and  Equipment." 

Q.  This  company  operates  through  a  sub- 
way crossing  under  another  railroad  and 
frequently  has  to  meet  flood  conditions  at 
this  point.  Should  the  charge  for  labor  be 
made  to  operating  account  8  and  for  meals 
and  material  to  operating  account  9,  or  for 
both  labor  and  material  including  meals  to 
account  16,  which  appears  to  cover  the 
drainage  of  undergrade  crossings  ?  We  are 
also  installing  a  new  pump,  pump  house, 
and  sump  at  this  location.  Should  this 
cost  be  charged  to  capital  account  615,  and 
the  labor  and  material  for  the  pump  house 
to  account  524? 

A.  The  cost  of  labor  used  in  taking  care 
of  flood  conditions  at  this  point  should  be 
charged  to  account  8,  "Track  and  Roadway 
Labor."  The  cost  of  material  used  and 
meals  furnished  to  the  laborers  engaged  on 
this  work  to  account  9,  "Miscellaneous 
Track  and  Roadway  Expenses."  The  cost 
of  installing  the  new  pump,  pump  house  and 
sump,  should  be  charged  to  account  524, 
"Stations,  Miscellaneous  Buildings  and 
Structures." 


Assodation  Posters  and  Booklets 

RECAPITULATION  of  the  posters 
and  booklets  issued  by  the  adver- 
tising section  of  the  American  Electric 
Railway  Association  has  just  been 
made  and  forwarded  to  publicity  men 
of  railway  and  manufacturer  members, 
giving  the  prices,  which  range  from 
nothing  to  a  few  cents  for  each  poster 
or  booklet. 

There  is  a  complete  series  of  safety 
posters.  Six  are  on  general  subjects. 
Then  there  are  six  posters  in  the  "Safe 
Highway"  series  and  five  in  the  "Aunty 
Jay  Walker"  series.  The  first  set  was 
made  for  the  purpose  of  educating  em- 
ployees in  safe  ways  and  can  be  used 
with  good  effect  about  carhouses,  em- 
ployee rest  rooms,  etc. 

A  booklet,  "Safe,"  by  Managing  Di- 
rector Lucius  S.  Storrs,  which  has  just 


been  issued,  tells  how  electric  railways 
carry  passengers  with  the  smallest 
number  of  fatal  accidents  per  passen- 
ger of  any  transportation  system  in  the 
world. 

Eleven  posters  and  three  booklets 
form  a  series  of  publicity  material  on 
traffic  congestion.  The  booklets  include 
"New  York's  Traffic  Congestion  Prob- 
lem," by  Gerhard  M.  Dahl ;  "The  New 
York  City  Transportation  Problem,"  by 
Lucius  S.  Storrs,  and  "The  High  Cost 
of  Congested  Streets,"  by  C.  O.  Sher- 
rill.  The  last,  which  is  a  practical  dis- 
cussion of  the  nation's  traffic  conges- 
tion, not  only  points  out  the  different 
phases  of  the  problem  but  suggests 
definite  solutions  of  it. 

There  is  a  series  of  eight  merchan- 
dising transportation  posters.  Two  spe- 
cial one-sheet  size  posters  made  for 
use  on  the  sides  of  freight  cars,  on  sta- 
tions, etc.,  advertise  interurban  freight 
service.  There  is  also  a  Christmas 
poster. 

Besides  these  series  of  posters  and 
booklets,  there  are  numerous  booklets 
of  general  interest.  These  are  princi- 
pally reprints  of  addresses  made  before 
association  meetings  and  general  pub- 
licity matter  on  the  association  and  the 
industry. 

It  is  stated  that  because  of  the  size 
and  weight  it  is  not  possible  to  send 
out  complete  sets  of  samples,  but  that 
particular  samples  will  be  sent  out  to 
those  interested  on  request  to  associa- 
tion headquarters. 


Street  Signal  Study  Indorsed 

WORK  of  the  American  Engi- 
neering Council  in  the  matter  of 
street  signs,  signals  and  markings  was 
indorsed  by  the  executive  committee  of 
the  American  Electric  Railway  As- 
sociation at  the  meeting  held  on  Nov. 
11.  The  A.E.C.  has  been  requested  to 
make  a  national  survey  of  the  situa- 
tion with  the  objective  of  determining 
the  best  practice  in  regard  to  these  mat- 
ters. The  text  of  the  resolutions 
adopted,  which  were  submitted  by 
Thomas  Fitzgerald,  vice-president  Pitts- 
burgh Railways,  follows: 

Whereas,  the  National  Conference  on 
Street  and  Highway  Safety,  under  the 
chairmanship  of  Secretary  Hoover,  brought 
out  the  necessity  for  uniformity  in  traffic 
signs,  signals  and  markings,  and  improved 
protection  by  use  of  suitable  car  loading 
platforms  and  safety  zones. 

Whereas,  American  Engineering  Council 
has  been  requested  to  make  a  national  sur- 
vey of  the  present  situation  with  the  objec- 
tive of  determining  the  best  practices  as  to 
signs,  signals  and  markings,  loading  plat- 
forms and  safety  zones,  as  a  means  of  facil- 
itating traffic  and  increasing  safety  on  the 
streets  of  the  cities  of  the  United  States. 

Whereas,    the    work    of    the    American 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


995 


Association  of  State  Highway  Officials  in 
adopting  standard  signs,  signals  and  mark- 
ings, which  standards  are  being  installed  on 
all  federal  aid  roads,  the  necessity  for  de- 
veloping standards  for  city  streets  is  en- 
hanced, 

Whereas,  studies  have  been  and  are  being 
carried  on  in  the  principal  cities  of  the 
United  States  approximating  140  in  num- 
ber, and  a  carefully  selected  committee  has 
been  appointed  to  represent  all  interests  in 
this  problem,  including  a  representative  of 
electric  railways,  and 

Whereas,  this  committee  needs  the  sup- 
port of  all  parties  interested  in  the  problem 
because  of  its  co-operation  with  other 
sub-committees  of  the  National  Conference 
on  Street  and  Highway  Safety,  and 

Whereas,  it  is  proposed  to  develop  a  com- 
plete report  on  this  subject  and  issue  it  for 
the  use  of  all  interested  parties,  therefore, 
be  it 

Resolved,  That  the  American  Electric 
Railway  Association  indorses  this  study 
and  recommends  that  its  constituent  mem- 
bers help  the  work  as  they  may  deem  fitting 
and  proper. 

More  Association  Committees 
Appointed 

FURTHER  announcements  have 
been  made  by  the  association  of 
committee  appointments.  Foremost 
among  them  is  the  American  Associa- 
tion committee  on  publications,  the 
personnel  of  which  is  now  complete. 
In  addition  there  are  four  Engineering 
Association   special   committees. 

Announcement  is  also  made  that 
through  error  the  name  of  W.  R.  Hul- 
bert,  New  York,  was  included  in  the 
personnel  of  way  and  structures  special 
committee  No.  2.  This  should  have 
been  W.  G.  Hulbert,  Easton,  Pa.,  who 
has  been  a  member  of  this  committee 
for  the  past  two  years. 

American  Association 

Publications 

J.  H.  Hanna,  president  Capital 
Traction  Company,  Washington,  D.  C, 
chairman. 

H.  V.  BozELL,  New  York,  N.  Y., 
vice-chairman  on  Aera. 

F.  W.  DooLiTTLE,  New  York,  N.  Y., 
vice-chairman  on  statistics. 

J.  L.  Alexander,  Houston,  Tex. 

G.  B.  Anderson,  Los  Angeles,  Cal. 
T.  W.  Casey,  New  York,  N.  Y. 
Charles  Gordon.  New  York,  N.  Y. 
T.  R.  Langan,  New  York,  N.  Y. 
H.  H.  NoRRis,  Boston,  Mass. 

A.  S.  Richey,  Worcester,  Mass. 
W.  H.  Sawyer,  New  York,  N.  Y. 
R.  S.  Tompkins,  Baltimore,  Md. 
E.   P.  Waller,   Schenectady,  N.   Y. 

Engineering  Association 

Power  Division — Special  Committee 

No.   3 — Power   Contracts 

M.  W.  Cooke,  superintendent  power 
and  incline  Pittsburgh  Railways,  Pitts- 
burgh, Pa.,  chairman. 

J.  Walter  Allen,  Boston,  Mass. 

R.  W.  Bailey,  Kansas  City,  Mo. 

T.   H.   Clegg,   Philadelphia,  Pa. 

H.  A.  Kidder,  New  York,  N.  Y. 

R.  H.  Rice,  Chicago,  111. 

R.  L.  Weber,  Boston,  Mass. 

G.  F.  McClellan,  New  York,  N.  Y. 


Power  Division — Special  Committee 

No.  6 — Trolley  Wire  Wear. 

H.  S.  Murphy,  staff  engineer  Phila- 
delphia Rapid  Transit  Company,  Phila- 
delphia, Pa.,  chairman. 

J.  Walter  Allen,  Boston,  Mass. 

S.  H.  Anderson,  Los  Angeles,  Cal. 

W.  H.  Bassett,  Waterbury,  Conn. 

L.  W.  Birch,  Mansfield,  Ohio. 

C.  L.  Hancock.  New  York.  N.  Y. 

A.  J.  Klatte,  Chicago,  111. 

J.  F.  Neild,  Toronto,  Ont.,  Canada. 

John  Ross,  Pittsburgh,  Pa. 

Angl'S  Scott,  Cleveland.  Ohio. 

G.  F.  Wenna(;el.  Baltimore,  Md. 


K.   W.   McPherson.   Pittsburgh,  Pa. 
J.  S.  McWhirter,  New  York,  N.  Y. 
O.  F.  Packer,  Lawton,  Mich. 
W.   C.   Sanders,   Canton,  Ohio. 
G.   L.   Schermerhorn,   Schenectady, 
N.  Y. 
W.  C.  Wheeler,  Chicago,  111. 


Purchases    and    Stores    Division — 
Special    Committee    No.    4 — Price 
Records  and  Pricing  Materials 
A.    A.     Ordway,     Boston     Elevated 

Railway,   Boston,   Mass.,   chairman. 
A.  E.  Hatton,  Pittsburgh,  Pa. 
E.   A.   Murphy,   Indianapolis,   Ind. 
C.  Thorburn,  Los  Angeles,  Cal. 


Rolling  Stock  Division  —  Special 
Committee  No.  5 — Roller  Bear- 
ings 

W.  C.  Bolt,  superintendent  rolling 
stock  and  shops  Eastern  Massachusetts 
Street  Railway,  Chelsea,  Mass.,  chair- 
man. 

H.  A.  Allen,  New  York,  N.  Y. 
C.  Bethel,  East  Pittsburgh,  Pa. 
V.  N.  Delamater,  Newark,  N.  J. 
E.  M.  Lunda,  Grand  Rapids,  Mich. 


COMING  MEETINGS 

OF 

Electric  Kailway  and 
Allied  Associations 

Nov.  2S-30 — ^American  Institute  of 
Electrical  Engineers,  regional  con- 
vention, Drake  Hotel,  Chicago,  III. 

Dec.  1-2 — Pennsylvania  Street 
Railway  Association,  annual  meet- 
ing, Scranton,  Pa. 

Dec.  2 — American  Institute  Elec- 
trical Engineers,  New  York  Section, 
Engineering  Societies  Building,  New 
York,  N.  Y. 

Dec.  2 — Metropolitan  Section, 
American  Electric  Railway  Associa- 
tion, Engineering  Societies  Building, 
New  York,  N.  Y. 

Dec.  7 — Power  Transmission  As- 
sociation, annual  meeting.  Hotel 
Commodore,  New  York,  N.  Y. 

Jan.  16-17 — Midwest  Electric  Rail- 
way Association,  Hot  Springs,  Ark. 

Jan.  18-19 — Kentucky  Association 
of  Public  Utilities,  annual  meeting 
Brown  Hotel,  Louisville,  Ky. 

Jan.  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Roosevelt  Hotel,  New 
Orleans,  La. 

Jan.  26-27 — Central  Electric  Rail- 
way Association,  Cincinnati,  Ohio. 

Jan.  ^/— New  York  Electric  Rail- 
way Association,  annual  meeting, 
Hotel  Commodore,  New  York,  N.  Y. 


Way     and     Structures     Division — 

Special    Committee    No.    5 — Wood 

Preservation 

C.  A.  Smith,  superintendent  of 
roadway  Georgia  Power  Company,  At- 
lanta, Ga.,  chairman. 

M.  J.  CuRTiN,  Charlestown,   Mass. 

T.  H.  David,  Indianapolis,  Ind. 

W.  H.  FuLWEiLER,  Philadelphia,  Pa. 

C.  F.  Gailor,  New  York,  N.  Y. 

E.  F.  Hartman,  Kenilworth,  N.  J. 
L.  P.  ScANLAN,  Newark,  N.  J. 

F.  H.  Swayze,  New  York,  N.  Y. 
A.  P.  Way,  Philadelphia,  Pa. 

R.  H.  White,  Jr.,  Atlanta,  Ga. 


Way  and  Structures  Division  — 
Special  Committee  No.  14 — Light 
Section  Rail 

C.  A.  Alden,  chief  engineer  frog 
and  switch  division  Bethlehem  Steel 
Company.  Inc.,  Steelton,  Pa.,  chairman. 

B.  R.  Brown,  Dallas,  Tex. 

E.  B.  Entwisle,  Johnstown,  Pa. 
H.  M.  Flanders,  Springfield,  Mass. 

C.  G.  Keen,  New  York,  N.  Y. 


National  Relations  and 
Depreciation 

THE  committee  on  national  relations 
and  the  sub-committee  on  deprecia- 
tion of  the  American  Electric  Railway 
Association  met  at  Washington,  D.  C, 
on  Nov.  8  under  the  chairmanship  of 
].  H.  Hanna,  president  Capital  Trac- 
tion Company  of  that  city.  The  meet- 
ing was  called  for  the  purpose  of  dis- 
cussing what  action  was  to  be  taken 
by  the  American  Electric  Railway 
Association  in  connection  with  the 
hearings  of  the  Interstate  Commerce 
Commission  relative  to  depreciation. 
The  commission  had  set  down  the  fol- 
lowing day,  Nov.  8,  as  that  on  which 
the  steam  railroad  rehearing  in  Docket 
No.  15100,  and  the  telephone  rehearing 
in  Docket  No.  14700  should  be  begun, 
and  also  the  hearing  on  Ex  Parte  91, 
which  concerns  the  new  classification 
of  accounts. 

The  chairman  of  the  sub-committee 
on  depreciation.  Dr.  Thomas  Conway, 
Jr.,  outlined  what  his  committee  had 
done  in  the  matter  of  collecting  and 
tabulating  material  which  would  show 
the  effect  of  the  application  to  electric 
railways  of  an  order  similar  to  that 
contained  in  Docket  No.  15100.  He 
pointed  out  that  a  very  critical  situa- 
tion existed  for  electric  railways,  due 
to  the  fact  that  any  depreciation  ac- 
counting system  or  system  of  accounts 
required  by  the  Interstate  Commerce 
Commission  would  probably  be 
promptly  adopted  by  the  state  commis- 
sions and  thus  made  applicable  to  elec- 
tric railways,  whether  or  not  they  re- 
ported to  the  Interstate  Commerce 
Commission. 


9% 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


Judge  Ralph  R.  Bradley  of  Chicago 
then  read  to  the  committee  the  state- 
ment which  he  proposed  to  make  before 
the  commission  to  the  effect  that  the 
Electric  Railway  Association  proposed 
to  appear  before  the  commission  as  a 
voluntary  body,  without  prejudicing  the 
right  of  any  individual  carriers  to  con- 
duct their  own  case,  but  in  order  to 
demonstrate  to  the  commission  that  the 
case  of  the  electric  railways  is  so  en- 
tirely different  from  that  of  the  steam 
railroads  as  to  justify  entirely  different 
treatment.  On  that  account  he  asked 
that  the  commission  grant  the  oppor- 
tunity for  this  industry  to  present  its 
testimony  at  the  conclusion  of  the  hear- 
ings in  Docket  No.  1 5100  concerning 
steam  roads,  but  prior  to  the  promul- 
gation of  any  order  on  the  part  of  the 
commission  in  relation  to  steam  roads. 

The  new  system  of  accounting  de- 
preciation, if  applied  to  electric  carriers 
— and  the  commission  has  already 
issued  one  order  calling  upon  our  in- 
dustry to  show  cause  why  Docket  No. 
15100  practically  in  its  entirety  should 
not  be  applied  to  electric  railways — 
would  make  necessary  an  entirely  new 
division  of  those  accounts  which  con- 
tain depreciable  items.  It  would  obli- 
gate the  carrier  to  determine  as  best  it 
could  the  prospective  service  lives  of 
the  various  items  which  constitute  its 
property  and  to  depreciate  the  said 
property  on  the  basis  of  the  service 
lives  so  determined.  The  commission's 
order  calls  for  the  application  of  de- 
preciation accounts  to  almost  all  of  the 
items  of  steam  and  electric  railroads, 
including  ties,  rails,  etc. 

The  commission  recommends  the 
group  system  as  opposed  to  the  unit 
system  and  also  the  straight-line  method 
as  opposed  to  the  sinking-fund  method. 

Probably  the  part  of  the  commission's 
order  to  which  greatest  exception  can 
be  and  is  taken  is  that  to  determine 
past  accrued  depreciation  and  to  credit 
this  to  the  depreciation  reserve  and 
concurrently  charged  to  the  asset  side 
of  the  balance  sheet.  The  effect  of 
such  an  order  would  be  to  wipe  out  the 
surplus  on  a  vast  number  of  railroads 
and  materially  to  disturb  their  credit. 
If  the  same  provision  were  to  be  ap- 
plied to  the  electric  railways,  it  would 
without  doubt  injure  their  credit  to 
such  an  extent  as  to  render  continu- 
ance of  operations  impossible. 

The  discussion  in  the  committee  re- 
vealed the  fact  that  its  various  mem- 
bers are  fully  alive  to  the  situation  and 
are  determined  to  make  as  vigorous  a 
fight  as  possible  in  order  that  such  sys- 
tem of  accounting  may  not  be  imposed 
upon  the  industry. 

The  hearings  are  being  watched  in 
Washmgton  at  the  present  time  by  a 
member  of  the  association  staff,  and  it 
IS  hoped  that  ample  notice  will  be  given 
to  the  industry  before  it  is  called  upon 
to  give  its  testimony.  The  committee 
on  national  relations  approved  the  re- 
port presented  by  Dr.  Conway  and 
authorized  his  committee  to  proceed 
to  represent  the  association  in  any  mat- 
ters before  the  Interstate  Commerce 
Commission. 


Xews  of  Other  Associations 


=g«^^ 


New  York  City's  Suburban 
Transit  Problem* 

Reservoirs  in  the  outlying  district  fed  by  diverging  transit  lines  and 
reached  by  north  and  south  tubes  in  Manhattan  would  decen- 
tralize traflSc  and  relieve  the  present  congested  condition 

By  Leverett  S.  Miller 
President  New  York,  Westchester  &  Boston  Railway,  New  York,  N.  Y. 

SOLVING  the  suburban  transit  prob- 
lem of  the  metropolitan  area  of 
New  York  City  is  closely  related  to  and 
dependent  upon  the  solving  of  the  urban 
transit  problem  within  the  city.  It  is 
my  opinion  that  no  adequate  suburban 
plan  can  be  developed  efficiently,  econom- 
ically and  conveniently  to  handle  this 
metropolitan  district  traffic  to  and  from 
the  greater  city  of  New  York  until  the 
city  has  developed  a  plan,  not  by  piece- 
meal but  as  a  whole,  for  the  handling 
of  its  own  city  traffic  with  which  the 
suburban  facilities  may  be  co-ordinated. 

Visualize  the  development  of  New 
York's  great  water  supply  and  distri- 
bution system.  As  the  city  grew  to  the 
north,  the  main  reservoirs  of  supply 
were  moved  beyond  the  density  of  pop- 
ulation and  the  distribution  to  the  con- 
sumer accomplished  by  aqueducts  and 
systems  of  mains  running  north  and 
south  through  Manhattan,  the  supply 
coming  from  watersheds  to  the  north. 

Here,  to  my  mind,  is  a  very  good 
simile  of  an  adequate  and  practical 
plan  for  suburban  transit — the  commu- 
ters being  gathered  through  the  outly- 
ing metropolitan  district  by  a  network 
of  diverging  transit  lines,  brought  to 
distributing  reservoirs  located  about 
the  perimeter  of  Manhattan  and  then 
distributed  through  Manhattan  by  the 
various  north  and  south  transit  lines  of 
the  city,  built  and  to  be  built  as  a  part 
of  the  city  transit  system. 

Various  plans  have  been  proposed 
for  the  distribution  of  suburban  traffic 
through  Manhattan,  the  essential  fea- 
tures of  which  have  been  the  extension 
of  the  suburban  carrier  lines  into  and 
through  Manhattan.  It  is  my  belief 
that  these  would  only  tend  to  centralize, 
rather  than  decentralize,  the  flow  of 
traffic  upon  the  streets.  The  claim  that 
such  an  arrangement  would  lessen  the 
inconvenience  of  transfer  is  exagger- 
ated. 

Would  it  not  be  more  practicable  to 
distribute  the  suburban  travels  through 
reservoirs,  or  terminals,  at  the  extreme 
ends  and  possibly  at  the  center  side 
lines  of  Manhattan  and  thence  through 
tubes  extending  east  and  west  and  lying 
below  the  main  north  and  south  rapid 
transit  lines,  built  and  to  be  built.  This 
arrangement,   with   convenient  transfer 


facilities,  would  permit  the  incoming 
suburban  passenger  to  select  a  north 
or  south  rapid  transit  line  which  would 
take  him  nearest  to  his  destination 
within  the  city.  The  system  would  also 
decentralize  the  traffic  on  the  streets. 

The  changing  of  centers  of  business 
within  the  greater  city  of  New  York 
is  also  a  factor  to  be  considered  in 
working  out  a  plan  for  the  distribution 
of  suburban  travel.  The  constant 
growth  to  the  north  and  the  shift  of 
business  centers  east  and  west  make 
questionable  any  plan  of  distribution 
in  Manhattan  through  a  single  tube,  or 
even  through  two  tubes. 

The  problem  of  handling  the  subur- 
ban travel  includes  not  only  transport- 
ing the  commuter  from  his  home  town 
to  the  city,  but  also  from  his  home  to 
the  station  where  he  boards  the  train. 
It  is  my  thought  that  any  adequate  sub- 
urban transit  plan  should  include  a  sys- 
tem of  motor  coach  transportation  in 
the  home  towns  co-ordinating  with  the 
rail  service,  thereby  furnishing  a 
cheaper  method  of  transportation  be- 
tween the  home  and  the  station  than 
the  privately  operated  car  and  lessen- 
ing the  congestion  on  the  highway  and 
in  the  parking  spaces  at  the  stations. 
By  this  means  the  development  of  prop- 
erty at  right  angles  to  the  rail  lines 
would  become  possible. 


Winter  Meeting  of  New  York 
Electric  Railway  Association 

THE  executive  committee  of  the  New 
York  Electric  Railway  Association 
has  selected  Tuesday,  Jan.  31,  1928,  as 
the  date  of  the  winter  meeting  of  that 
association.  It  will  be  held  at  the  Hotel 
Commodore,  New  York  City. 


*Abstract  of  a  paper  presented  before  the 
New  York  Section,  American  Institute  of 
Electrical  Engineers,  Nov.  4,  1927. 


Met.  Section  Meets  Dec.  2 

FRIDAY  evening,  Dec.  2,  1927,  the 
Metropolitan  Section,  A.E.R.A.,  will 
hold  a  joint  meeting  with  the  New  York 
Section  of  the  American  Welding  So- 
ciety. After  a  Dutch  treat  dinner  at 
Friedlander's  Restaurant,  Internationa! 
Night  will  be  observed  at  the  Engineer- 
ing Societies  Building.  The  feature  of 
the  evening  will  be  lantern  slides  and 
movies  of  street  railways  in  vacation 
lands.  Rail  joint  welding  will  be  dis- 
cussed by  F.  B.  Walker  and  E.  M.  T. 
Ryder,  followed  by  a  general  discussion. 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


997 


^ews  qffhe  Industry 


=ffg^= 


Five-Cent  Rate  Assailed 

Rehearing   on   Oakland   fare    order   to  be 

held  on  Nov.  26.     Company  says 

order  is  confiscatory 

ASSAILING  the  proposed  5-cent  zone 
XXrate  as  confiscatory,  the  Key  Sys- 
tem Transit  Company,  Oakland,  Gal., 
has  appealed  from  the  order  reducing 
fares  in  the  East  Bay  district  and  asked 
for  a  rehearing.  The  formal  petition 
was  filed  on  Nov.  19  with  the  California 
Railroad  Commission.  Officials  of  the 
company  declare  that  if  the  rehearing 
is  not  granted  they  will  appeal  to  the 
courts.  In  the  petition  the  company 
declares  that  the  5-cent  basic  fare 
schedule  will  cause  an  annual  operating 
deficit  of  not  less  than  $693,531  and  will 
force  the  company  into  receivership. 

The  commission  is  charged  with 
negligence  in  failing  to  discover  the 
transportation  needs  in  the  East  Bay, 
in  failing  to  discoveL  the  reproduction 
cost  new  less  depreciation  of  the  prop- 
erties, in  failing  to  find  the  fair  value  of 
the  properties,  in  failing  to  find  what 
would  be  a  fair  and  reasonable  return 
upon  the  properties,  in  failing  to  find 
the  amount  of  net  revenue  needed  to 
constitute  a  fair  return  and  in  failing 
to  find  the  amount  of  additional  net 
revenue  which  would  be  produced  by 
the  rates  desired  by  the  commission. 

The  petition  cites  the  schedule  of  1925 
advancing  traction  line  fares  from  6  to 
7  cents  and  ferry  fares  from  18  to  21 
cents.  This  schedule,  it  is  pointed  out, 
was  designed  to  increase  the  company's 
net  operating  income  $846,000  yearly, 
but  actually  resulted  in  an  increase  of 
only  $277,870.  An  increase  in  its  net 
revenues  of  $1,000,000  yearly  is  needed 
to  bring  a  fair  return  on  the  company's 
investment,  the  petition  declares.  The 
commission  has  agreed  to  hear  the 
company's  petition  on  Nov.  26  sitting 
en  banc. 

Preston  Higgins,  city  attorney  of 
Oakland,  declares  that  Oakland  will 
brook  no  delay  in  the  case  and  that  if 
the  company  is  granted  a  rehearing  the 
city  will  demand  an  extension  of  the 
5-cent  zone  to  include  a  portion  of  East 
Oakland.  The  Railroad  Commission, 
in  fixing  the  first  zone,  has  discriminated 
against  residents  east  of  Lake  Merritt, 
Mr.  Higgins  said. 


Delay  Likely  in  Considering 
New  Toledo  Grant 

The  election  of  William  T.  Jackson, 
former  city  service  director  and  a  strong 
advocate  of  city  planning,  as  Mayor  of 
Toledo  without  any  political  party  back- 
ing him  and  no  pre-election  promises, 
appears  to  have  changed  the  aspect  of 
the  franchise  situation  in  that  city. 

Company  officials  who  have  been  at 


work  on  an  amended  Milner  ordinance 
to  carry  out  the  plans  of  the  board  of 
control  and  company  officials  agreed 
upon  several  months  ago  and  who  have 
completed  a  rough  draft  of  the  new 
ordinance  question  the  advisability  of 
bringing  the  measure  before  the  public 
until  the  new  law  director  has  been 
named  and  the  policy  of  the  Mayor-elect 
determined. 

The  new  Mayor  is  an  independent 
who  has  inherited  much  of  the  old-time 
independent  political  strength  in  Toledo, 
but  the  City  Council  is  strongly  regular 


in  political  affiliation  with  practically  the 
same  character  as  has  controlled  in  the 
last  four  years. 

Both  Mayor  and  Council  would  first 
have  to  agree  on  the  terms  of  the  ordi- 
nance before  it  could  be  brought  before 
the  people  with  any  prospect  that  it 
would  be  approved.  Many  observers  be- 
lieve that  almost  any  organized  opposi- 
tion to  a  new  ordinance  would  mean  its 
defeat.  Under  the  circumstances  it 
would  appear  that  the  entire  matter  may 
have  to  wait  two  months  until  the  new 
administration  takes  office. 


Union  Agreement  Discussed 

Receivers  of  Des  Moines  City  Railway  have  control  over  contracts. 

Nothing  definite  on  one-man  car  issue.    Service  and 

rates  to  remain  unchanged 


SPECULATION  as  to  the  future  of 
the  two-man  car  agreement  between 
the  union  and  the  Des  Moines  City 
Railway,  Des  Moines,  Iowa,  completely 
overshadowed  all  other  phases  of  the 
receivership  of  the  local  railway  during 
the  week  ended  Nov.  19  when  Federal 
District  Judge  Martin  J.  Wade  issued  a 
supplemental  order  apparently  giving 
the  receivers  full  power  to  terminate  or 
suspend  the  contract. 

The  supplemental  order  followed  the 
annointment  of  C.  L.  Herring  and  F.  C. 
Chambers  as  receivers  on  Nov.  11.  It 
authorizes  them  "to  elect,  to  adopt  or 
continue  in  force,  or  to  refuse  to  adopt 
or  continue  in  force  any  agreement, 
lease  or  other  contract  for  operation 
which  may  be  included  in  the  property 
of  which  they  are  appointed  receivers, 
whether  made  by  the  Des  Moines  City 
Railway  or  by  any  predecessor  thereof." 

The  order  goes  on  to  say  that  "such 
election  may  be  made  from  time  to  time 
and  shall  be  made  in  writing,  subscribed 
by  said  receivers  and  filed  in  the  office 
of  the  clerk  of  the  court  subject  to  the 
approval  of  the  court  thereof,  copy  to  be 
served  upon  the  other  party  in  interest, 
and  no  conduct  or  use  of  rights  or  pay- 
ments made  by  said  receivers,  as  rent, 
wages,  or  otherwise,  or  any  other  acts 
and  omissions  of  said  receivers  .  .  . 
unaccompanied  by  the  filing  of  such 
written  instrument  shall  be  deemed  to 
conclude  said  receivers  in  respect  to 
such  election  or  be  deemed  to  constitute 
an  election  to  adopt  or  continue  in  force 
any  such  contract,  lease  or  agreement." 

The  order  is  generally  interpreted 
here  as  leaving  the  door  wide  open  for 
the  institution  of  one-man  car  service  in 
Des  Moines  under  the  receivership.  And 
although  the  court  refuses  to  interpret 
his  order  and  the  receivers  are  non- 
committal on  the  matter,  they  have 
assured  the  public  that  there  is  no 
present  intention  to  curtail  service,  to 


increase  fares  or  abolish  the  $1.25 
weekly  pass  which  allows  unlimited  rid- 
ing for  a  seven-day  period.  It  was 
pointed  out  that  this  leaves  the  one-man 
car  as  the  only  economy  move  left  to 
the  receivers  of  the  railway,  which  had 
accumulated  an  operating  deficit  of 
$129,000  for  the  first  nine  months  of 
1927. 

F.  C.  Chambers,  president  of  the  rail- 
way, who  was  put  in  full  charge  of  all 
onerations  in  connection  with  the  prop- 
erty, with  C.  L.  Herring,  Des  Moines 
business  man,  acting  in  an  advisory 
capacity,  estimates  that  one-man  car 
operation  would  mean  a  saving  of  from 
$250,000  to  $300,000  in  trainmen's  wages 
annually.  Both  figures  are  considered 
conservative,  as  the  company  pays 
slightly  more  than  $700,000  yearly  to 
motormen  and  conductors.  However, 
the  expense  of  extra  trainmen  for  the 
loop  district  during  the  morning  and 
evening  rush  hours  is  anticipated  in  both 
estimates. 

The  report  of  the  court's  supplemental 
order  and  its  probable  meaning  brought 
forth  a  hot  retort  from  J.  Ben  Wiley, 
secretary  of  the  car  men's  union,  who 
was  instrumental  in  framing  the  twenty- 
five-year  agreement  which  the  Iowa 
Supreme  Court  has  ruled  binding  upon 
the  Des  Moines  City  Railway  until 
1940.  Mr.  Wiley  declared  that  in  no 
city  of  the  country  had  one-man  cars 
resulted  in  a  net  lowering  of  fares 
which  prevailed  under  two-man  opera- 
tion. He  charged  that  the  receivership 
was  only  a  "camouflaged  attempt"  to 
get  rid  of  the  agreement  and  quoted  the 
preamble  of  the  agreement  to  establish 
that  it  was  made  between  the  union  and 
the  city  railway  and  its  "successors, 
heirs  or  assigns."  Mr.  Wiley  served 
notice  that  the  union  will  go  to  court  to 
fight  any  attempt  of  a  possible  purchaser 
of  the  railway  to  evade  the  two-man  car 
clause  of  the  contract. 


998 


ELECTRIC  RAILWAY  JOURNAL 


.Vol.7Q,  No22 


Another  Big  Purchase  Payment 
Ahead  of  Seattle 

The  Seattle  Municipal  Railway,  Seat- 
tle, Wash.,  is  again  facing  a  financial 
crisis,  for  during  the  next  few  months 
sufficient  money  must  he  put  aside  from 
the  revenues  to  meet  another  big  pay- 
ment due  on  the  bonded  debt  on  March  \. 
In  consequence  city  officials  plan  to 
take  immediate  steps  to  make  the  most 
of  a  ruling  by  Judge  Frank  S.  Dietrich 
of  the  United  States  District  Court  of 
Appeals,  dismissing  two  suits  involving 
the  railway.  These  suits,  one  by  the 
Puget  Sound  Power  &  Light  Company 
and  the-other  by  John  G.  Von  Herberg, 
both  seeking  to  establish  a  priority  lien 
on  the  department's  revenues,  have 
blocked  negotiations  and  improve- 
ments. 

The  litigation  has  held  up  negotia- 
tions between  Mayor  Bertha  K.  Landes 
and  the  City  Council,  and  A.  W.  Leon- 
ard, president  of  the  power  company, 
for  an  extension  of  time  for  the  railway 
to  pay  on  its  railway  purchase  debt. 
Mayor  Landes  states  that  Mr.  Leonard 
has  signified  his  willingness  to  confer 
with  members  of  the  Council  at  any 
time.  The  latter  body  plans  to  renew  its 
suggestion  that  the  annual  bond  pay- 
ment be  cut  from  $880,000  to  $500,000. 

The  City  Council  is  also  considering 
the  plans  for  readvertising  for  bids  for 
the  building  of  80  new  cars  for  Seattle. 
A  previous  contract  for  building  the 
cars  was  never  signed  because  of  a  con- 
troversy over  the  matter  of  the  priority 
of  the  obligations  the  city  proposed  the 
car  builder  should  accept. 

The  Council  also  plans  the  passage  of 
a  $500,000  bond  issue  for  construction 
of  a  railway  trestle  across  the  West 
Duwamish  Waterway  alongside  the 
West  Spokane  Street  traffic  bridge. 
Construction  of  this  trestle  was  con- 
templated in  the  $1,875,000  railway  bond 
issue  authorized  for  purchase  of  the 
cars  and  for  minor  track  extensions. 
If  a  market  is  found  for  the  bonds  the 
trestle  work  will  proceed  at  once  and 
the  cost  of  that  construction  and  the  new- 
cars  will  be  met  by  a  single  bond  issue. 


This  meeting  was  the  first  of  a  series 
planned  to  come  at  intervals  of  a  week 
or  ten  days.  The  nights  and  locations 
will  be  changed  each  week,  thus  making 
it  convenient  for  employees  living  in 
all  parts  of  the  city  to  attend  at  least 
one  meeting  near  home.  The  program 
will  follow  the  same  lines  as  the  one  at 
Luzerne,  with  music,  dancing  and  en- 
tertainment, but  the  entertainment  fea- 
tures and  speakers  will  vary. 
♦ 

Court  Upholds  Boston 

Transit  Plan 

In  a  10,000-word  opinion  filed  on 
Nov.  22  with  the  clerks  of  the  State 
Senate  and  House,  the  full  bench  of  the 
Supreme  Judicial  Court  of  Massachu- 
setts clears  the  way  for  the  enactment 
of  a  definite  program  by  the  Legislature 
of  1928.  Answering  24  specific  queries 
propounded  by  the  House  and  eleven  by 
the  Senate,  the  Supreme  Court  makes 
these  important  findings : 

That  the  Harriman  bill  of  1927.  which 
contemplated  the  creation  of  a  metropolitan 
transit  system,  with  important  rapid  transit 
additions  in  and  out  t)f  the  city  of  Boston, 
is  constitutional  in  almost  every  detail. 

That  the  Commonwealth  may  lend  its 
credit  to  this  metropolitan  transit  system  in 
order  that  improvements  may  be  financed 
at  about  4  per  cent  rather  than  at  6  per 
cent  as  under  the  existing  public  control. 

That  the  Legislature  has  the  right  to 
liquidate  the  affairs  of  the  elevated  com- 
pany to  bring  about  the  retirement  of  the  7 
and  8  per  cent  preferred  stock. 

That  the  Legislature,  in  order  that  the 
cost  of  these  improvements  should  not  be 
borne  entirely  by  the  car  rider,  may  assess 
betterments  on  the  land  area  which  will 
receive  benefit  and  advantage  beyond  the 
general  advantage  to  the  community. 

That  new  rapid-transit  improvements, 
built  with  public  money,  may  be  leased  to 
the  operating  company  for  a  rental  less 
than  the  sum  necessary  to  meet  interest  and 
retirement  charges  and  the  deficit  made  up 
through  betterments  or  the  levying  of  tax- 
ation on  communities  benefited. 

The  ruling  is  regarded  as  opening  the 
way  to  legislation  to  develop  a  metro- 
politan transit  system  in  which  the  Bos- 
ton Elevated  Railway  will  participate. 


Get-Together  Meetings  in 
Philadelphia 

Something  entirely  new  in  Phila- 
delphia Rapid  Transit  Company  ac- 
tivities took  place  on  the  night  of 
Oct.  25  at  the  Luzerne  auditorium, 
when  the  first  get-together  meeting  was 
held.  These  meetings  were  begun  with 
the  idea  of  furnishing  entertainment  and 
enjoyment  for  the  P.R.T.  family.  It 
was  a  rollicking  party,  topped  ofif  with 
snappy  music  and  singing,  and  a  short, 
well-pointed  talk  by  President  Senter. 
This  speech  of  welcome  was  a  typical 
genial  Senter  statement,  in  which  he 
spoke  of  the  P.R.T.  co-operative  spirit. 
He  reminded  the  men  of  their  pledge 
at  the  picnic  meetings  on  the  subject 
of  wills,  and  urged  them  to  take  imme- 
diate care  of  this  matter.  The  commit- 
teemen were  also  introduced  by  Mr. 
Nece  at  the  conclusion  of  his  talk. 


Something  New  in  Regulation 

The  application  of  the  first  four 
aerial  transportation  companies  for 
State  charters  and  for  the  right  to 
operate  airplanes  in  Pennsylvania 
were  scheduled  to  be  heard  before 
the  Public  Service  Commission  on 
Nov.  3.  The  applications  for  incor- 
poration were  first  filed  with  the 
State  Department,  w^hich  sent  them 
to  the  commission  for  hearing  before 
acting.  The  companies  propose  to 
carry  not  only  passengers  but 
freight,  baggage  and  mail.  The 
four  applicant  companies  are  the 
Gettysburg  Flying  Service,  Gettys- 
burg; the  Pennsylvania  Aerial 
Transportation  and  Express  Com- 
pany, Wilkes-Barre ;  the  Reading 
Airways,  Reading,  and  the  Noble 
Aircraft  Company,  Pottsville. 


Loss  to  Utilities  Small  from 
Washington  Tornado 

Washington  utility  companies,  after 
an  estimate  of  the  damage  done  by  the 
recent  storm,  found  their  losses  were 
insignificant  considering  the  velocity  of 
the  wind,  which  reached  125  miles  an 
hour.  Some- 200  houses  were  destroyed 
or  damaged  and  the  Navy  Yard  and 
Naval  Air  Station,  which  were  also  in 
the  path  of  the  tornado,  suffered  slight 
injury.  A  few  hundred  feet  .of  power 
lines  were  blown  down,  a  number  of 
conduits  were  flooded  and  several  car- 
houses  partially  unroofed. 

The  street  railway  service  sufifered 
more  by  the  accompanying  rain  than  by 
the  wind,  due  to  the  fact  that  the  con- 
duit system  used  in  \\'ashington  be- 
comes flooded  when  the  sewers  are  over- 
loaded and  the  immediate  lines  affected 
are  thus  put  out  of  commission.  Service 
on  the  lines  of  the  Capital  Traction 
Company  was  halted  for  only  eleven 
minutes,  due  to  flooded  conduits,  accord- 
ing to  R.  H.  Dalgleish,  chief  engineer. 
This  was  practically  the  only  damage 
suffered  by  the  company  except  for  the 
destruction  of  a  large  skylight  at  the 
Navy  Yard  carhouse.  Mr.  Dalgleish 
estimated  the  loss  suffered  by  his  com- 
pany at  $900. 

The  Washington  Railway  &  Electric 
Company  experienced  most  of  its  trouble 
as  a  result  of  tin  roofs  teing  blown  on 
power  lines,  according  to  J.  H.  Stephens, 
superintendent  of  railways.  There  was 
a  delay  of  45  minutes  on  the  Benning 
Road  line  due  to  this  cause.  A  car  was 
proceeding  along  this  line  as  the  storm 
struck,  but  possible  injury  to  the  pas- 
sengers was  prevented  by  the  prompt 
action  of  the  conductor  in  calling  to 
them  to  lie  down  and  pull  their  coats  over 
them,  thus  preventing  injury  from  flying 
glass  as  the  windows  were  blown  in. 
On  the  Anacostia  line  service  was 
blocked  by  a  large  tree  that  had  been 
blown  across  the  tracks.  The  company 
also  suffered  several  "water  grounds" 
in  its  conduit  sections  and  experienced 
trouble  with  the  signals  on  its  Rock- 
ville  division,  due  to  lightning  inter- 
ference. A  portion  of  the  roof  of  the 
East  Capitol  Street  carhouse  was  torn 
off. 

The  Potomac  Electric  Power  Com- 
pany was  fortunate  in  that  the  storm 
struck  the  section  of  the  city  where  its 
lines  are  underground,  according  to  R. 
B.  Patterson,  superintendent  of  dis- 
tribution. Three  overhead  feeders  were 
blown  down  and  service  lines  to  the 
wrecked  houses  were  destroyed.  The 
storm  missed  the  Benning  power  house 
bv  a  mile. 


Fares  Cut  to  Stimulate  Riding 

The  Potomac  Edison  Company,  oper- 
ating local  street  car  and  bus  lines  at 
Cumberland.  Md.,  has  announced  a  re- 
duction in  fare  from  7  to  6i  cents.  The 
cut  is  to  take  effect  at  once.  Thomas  W. 
Peters,  local  manager  of  the  company, 
said  the  reduction  was  made  to  stimu- 
late riding. 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


999 


A  Fool  There  Is 

Providence  people  watch  Mr.  Autoist  lose  time,  temper  and  trade, 
and  then,  lo,  he  reforms  and  rides  the  street  car 

deal  that  meant  a  good  profit  to  him. 
He  talks  to  his  secretary  about  his  late 
arrival,  caused  by  traffic  delays.  His 
secretary  advises  him  on  the  dependa- 
bihty  of  the  trolleys  in  going  to  and 
from  business.  Mr.  Autoist  resolves  to 
use  the  electric  railway.  The  next  morn- 
ing he  is  seen  boarding  the  trolley  with 
Mr.  Trolleyite  and  all  is  well. 

The  picture  consumes  thirteen  min- 
utes in  its  presentation.  It  was  first 
shown  to  the  public  at  the  Electrical 
Exposition  held  at  the  Rhode  Island 
Auditorium  in  Providence,  Oct.  8  to  15, 
inclusive.  The  exposition  was  attended 
by  approximately  50,000  people  and 
12,982  persons  saw  the  picture.  The 
fact  that  more  people  did  not  see  the 
picture  was  due  to  the  fact  that  they 
could  not  get  near  it  owing  to  the  vast 


"  T^RAW  a  picture  and  then  he'll  see 
1-V  it"  has  often  clarified  an  abstruse 
problem.  Of  late,  illustration  of  an  argu- 
ment has  found  its  forte  in  the  produc- 
ing of  a  motion  picture.  A  contention 
that  it  is  more  convenient,  economical 
and  in  many  instances  time-saving  to 
use  the  street  car  to  and  from  business, 
compared  with  the  automobile,  has  been 
explained  in  public  speeches  by  the 
United  Electric  Railways,  Providence, 
R,  I.,  for  several  years.  A  decision 
was  reached  to  prove  the  point  by  plac- 
ing before  the  public  a  motion  picture. 
The  picture,  "East  Side,  West  Side — 
All  Around  the  Town,"  was  made.  All 
of  the  scenes  are  laid  in  Providence  and 
all  members  of  the  cast  are  employees  of 
the  company.  It  depicts  Messrs.  Trol- 
leyite and  Autoist   leaving  their  homes 


A  study  in  contrasts  dating  back  to  horse  car  days 


for  their  offices  in  the  business  center 
at  8 :05  a.m.  As  a  neighbor  Mr.  Autoist 
invites  Mr.  Trolleyite  to  ride  with  him, 
but  the  latter  refuses,  making  it  known 
that  he  prefers  to  use  the  trolley. 

Mr.  Trolleyite  rides  in  comfort,  reads 
his  newspaper  and  reaches  his  office  at 
8 :30  a.m. ;  25  minutes  is  consumed  for 
the  journey.  He  is  in  a  pleasant  frame 
of  mind,  is  courteous  and  polite  to  every- 
body and  the  day  begins  smoothly. 

Mr.  Autoist  does  not  fare  so  well. 
He  opens  the  garage  door,  gets  into  his 
automobile,  backs  it  out,  jumps  out  of 
the  automobile,  closes  the  garage  door, 
re-enters  the  automobile  and  finally 
starts.  Then  troubles  follow.  A  near 
collision  with  another  automobile ;  waits 
at  important  cross  streets  for  traffic  to 
pass :  impatient  waits  at  busy  corners 
in  the  business  center ;  the  vexing  search 
for  a  parking  space.  Mr.  Autoist  finally 
breathes  a  sigh  of  relief  when  he  stops 
at  the  curb  to  park,  but  becomes  exasper- 
ated upon  discovering  a  "No  Parking" 
sign.  He  at  last  finds  a  parking  space  a 
considerable  distance  from  his  office 
location.  He  walks  and  arrives  at  his 
office  at  8 :50  a.m.,  twenty  minutes  later 
than  Mr.  Trolleyite,  and  both  left  their 
adjoining  homes  at  the  same  time.  He 
is  cross  and  irritable.  He  discovers  that 
he  has  lost  a  very  important  business 


crowds  that  surrounded  the  booth  in  an 
endeavor  to  gain  admittance.  Only  in 
the  afternoons  was  freedom  of  passage 
to  be  found  in  the  vicinity  of  the  booth. 
What  proved  to  be  a  leading  attrac- 
tion was  the  exhibit  of  the  United  Elec- 


The  movie  fan  was  made  comfortable 

trie  Railways  in  the  form  of  a  street  car 
40  ft.  long.  Modern  leather  seats  were 
installed  with  a  capacity  of  42  persons. 
One  side  of  the  car  was  closed  in  through 
the  use  of  windows  containing  photo- 
stats illustrating  twelve  ways  in  which 
street  car  transportation  benefits  the 
community.  The  car  model  served  as  a 
motion  picture  booth.  The  model  was 
made  as  realistic  as  was  possible.  Thirty 
cards  with  snappy,  appropriate  slogans 
pertaining  to  the  railway  business  occu- 
pied the  space  devoted  to  car  card  ad- 
vertising in  a  real  street  car.  It  was  a 
fine  opportunity  to  register  some  vital 
facts. 

In  the  making  of  the  picture  aiid  in 
the  use  of  all  publicity  material  in  and 
outside  of  the  car  model  the  company 
took  particular  care  to  avoid  making  any 
ill  references  or  casting  any  unsavory 
reflections  on  the  industry's  greatest 
competitor — the  automobile.  All  efforts 
were  devoted  to  merchandising  the  serv- 
ice and  selling  rides  on  the  basis  of 
economy  and  convenience  of  service  and 
the  time-saving  under  certain  conditions. 


Crashing  the  gate  to  see  the  Providence  picture 


1000 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70.  No.22 


The  attendant  for  the  company,  a 
neat-appearing,  tactful  starter  in  uni- 
form, did  not  hear  a  single  antagonistic 
or  adverse  comment  from  the  thousands 
who  viewed  the  picture.  Many  praise- 
worthy comments  were  heard,  some  of 
them  being,  "It  is  the  truth,"  "Clever," 
"Very  Good,"  "O.K."  The  exhibit  was 
so  well  liked  that  strong  and  attractive 
inducements  have  been  made  to  the  com- 
pany to  install  it  at  other  expositions, 
exhibitions,  shows  and  the  like. 


Nine-Cent  Cash  Fare  in 
Rochester 

An  increase  in  cash  fares  from  8  to 
9  cents  on  the  Rochester  lines  of  the 
New  York  State  Railways,  effective  on 
Dec.    1,   has   been   announced    by    City 


Railway  Commissioner  Charles  R. 
Barnes.  On  the  same  day  a  new  sub- 
way railroad,  which  is  to  be  operated  by 
the  railway  under  the  service-at-cost 
contract,  will  open.  Commissioner 
Barnes  said,  however,  that  this  event 
did  not  have  any  bearing  on  the  fare 
increase.  He  attributed  the  fare  ad- 
vance to  a  burden  of  $631,383  from 
paving  cost  during  the  year.  Fares  in 
Rochester  are  based  on  a  balancing 
fund  which  specifies  that  when  there  is 
a  deficit  of  $100,000  the  cash  fare 
shall  be  raised  1  cent.  On  Oct.  1  the 
deficit  was  about  $415,000  and  approval 
of  the  State  Public  Service  Commis- 
sion is  not  necessary  to  increase  fares 
in  Rochester.  Under  the  new  schedule 
si.x  tickets  are  to  be  sold  for  50  cents 
witli  a  5-cent  cash  fare  for  children  be- 
tween ages  of  six  and  twelve. 


Counsel  Explains  His  Stand 

Mr.  Untermyer  states  the  case  for  recapture  and  unification  as  he 
,_  sees  it.     Favors  city  and  property  benefited 

standing  construction  costs 


SAMUEL  UNTERMYER,  special 
counsel  to  the  New  York  Transit 
Commission,  addressed  the  Flatbush 
Taxpayers'  and  Civic  Association  on 
Nov.  21  on  the  present  transit  situation 
and  his  speech  was  an  exposition  of  the 
case  for  the  continuance  of  the  present 
5-cent  subway  fare  and  of  his  own  plan 
for  its  continuance  with  equal  justice  to 
the  car-rider,  the  city  and  the  present 
transit  companies.  Among  other  things 
he  said: 

It  is  passing  strange  that  although  this 
is  the  most  acute  problem  of  the  day  for 
the  city  there  is  today  less  real  understand- 
ing of  the  problem  and  more  persistent, 
wide-spread  misunderstanding  than  of  any 
other  question  with  which  we  had  to  deal. 

Take,  for  instance,  such  questions  as  (1) 
the  adequacy  of  the  5-cent  fare,  (2)  of 
recapture  and  (3)  of  the  effect  of  recapture 
on  the  public  convenience,  as  dealt  with 
both  by  its  advocates  and  opponents.  The 
advocates  of  a  S-cent  fare  may  be  divided 
into  these  three  classes : 

1.  Those  who  favor  it  just  because  and 
only  because  they  want  to  ride  as  cheaply 
as  possible  and  regardless  of  the  justice  or 
economic  sotmdness  or  consequences  or  the 
effect  on  the  service  of  an  inadequate  fare 
and  who  know  and  care  nothing  more  about 
it.  It  may  be  that  they  are  in  the  majority, 
but  I  do  not  believe  this  to  be  true.  The 
people  are  not  quite  so  stupid  as  to  believe 
that  the  cost  of  the  service  must  not  be 
paid  somehow  and  somewhere. 

2.  There  are  those  who,  like  myself,  ad- 
vocate and  insist  upon  the  adequacy  of  the 
5-cent  fare,  so  far  as  concerns  the  existing 
subways,  who  have  become  convinced  from 
an  intimate  study  of  facts  and  figures,  aided 
by  experts,  that  if  the  city  will  take  back 
its  existing  subway  properties  it  can,  by  the 
expenditure  of  a  moderate  sum  of  money, 
furnish  a  vastly  improved  service  and  can, 
by  the  expenditure  of  less  than  one-fifth  the 
cost  of  building  new  subways  of  the  same 
capacity,  increase  the  capacity  of  the  pres- 
ent subways  by  at  least  25  per  cent  and 
make  plenty  of  money  t)n  the  city's  invest- 
ment on  a  S-cent  fare — ^after  pasring  the 
companies  a  substantial  profit  on  the  invest- 
ments of  the  latter  in  the  subways. 

3.  There  is  a  considerable  body  of  just, 
well-meaning  and  thoughtful  people  who 


favor  an  increased  fare  under  the  mistaken 
belief  that  an  increased  fare  will  in  some 
mysterious,  unexplained  way  improve  the 
service.  None  of  them  has,  however, 
shown  how  an  increased  fare  will  furnish 
an  additional  car  or  seat  or  otherwise  im- 
prove the  service. 

When  the  city  gets  back  these  properties 
(properties  in  which  it  has  invested  $269,- 
000,000,  which  with  accumulated  interest 
totals  more  than  $330,000,000),  a  5-cent  fare 
will  enable  it  not  only  to  pay  the  interest  and 
sinking  funds  on  what  the  companies  are  en- 
titled to  get  in  return  for  their  investment 
together  with  a  bonus  or  profit  to  them  of  15 
per  cent,  but  will  also  pay  the  interest  and 
sinking  fund  on  the  city's  present  "frozen 
credits."  It  will  be  more  than  adequate 
for  every  purpose,  including  interest  on  the 
cost  of  improving  the  service  on  the  exist- 
ing subways.  Detailed  figures  in  support 
of  these  statements  remain  unchallenged. 

This  ceaseless  repetition  of  a  meaning- 
less word  has  created  an  impression  that 
there  is  something  morally  wrong  or  unjust 
about  the  exercise  by  the  city  of  its  right 
to  terminate  this  lease  on  the  terms  pre- 
scribed by  the  lease.  There  never  was  a 
more  wicked,  willful  falsehood — and  all  be- 
cause of  the  use  of  the  word  "recapture"  as 
a  short  and  convenient  term  by  which  to  de- 
fine the  contract  right  of  the  city  to  ter- 
minate the  lease  and  take  back  its  property 
on  repaying  the  investment  and  a  substan- 
tial profit  for  that  right. 

Although  it  would  be  to  the  manifest  in- 
terest of  the  city  and  strictly  within  its 
legal  and  moral  rights,  it  is  not  and  never 
was  intended  that  the  city  should  recapture 
its  recapturable  subways  and  leave  the 
balance  of  the  rapid  transit  system — being 
the  elevated  roads — in  the  hands  of  the 
companies  if  the  latter  desired  to,  or  were 
willing  to  sell  the  non-recapturable  rapid 
transit  properties  on  reasonable  terms.  The 
insidious  attempts  to  create  a  contrary  im- 
pression never  had  the  slightest  foundation 
or  excuse.  It  is  contradicted  by  every  word 
and  line  of  the  report  and  recommendation 
of  special  counsel  for  the  Transit  Commis- 
sion, by  reference  to  which  it  will  be  found 
that  the  Interborough  is  offered  $245,000,- 
000  in  city  bonds,  to  include  all  its  prop- 
erties, subway  and  elevated,  and  that  only 
in  the  event  that  it  refused  the  offer,  was 
"recapture"  recommended. 

No  one  has  ever  suggested  that  this  was 


not  a  generous  offer.  If  it  is  refused,  what 
is  there  left  for  the  city  except  to  take 
back  the  properties  to  which  it  is  entitled? 

I  do  not  think  it  will  be  betraying  confi- 
dence to  express  the  hope  and  belief  that 
in  the  plan  that  will  be  put  forth  by  the 
Transit  Commission,  a  definite  offer  will 
be  made  to  purchase  the  B.-M.T.'s  elevated 
lines  at  a  fair  price,  although  for  the  year 
1926  they  did  not  earn  within  $812,000,  and 
for  the  year  1927  not  within  $688,000  of 
their  fixed  charges. 

If  the  B.-M.T.  persists  in  its  present 
attitude,  what  is  there  for  the  city  to  do,  in 
order  to  unify  its  properties  in  connection 
with  the  subways  now  under  construction, 
except  to  exercise  its  contract  right  to  take 
back  the  B.-M.T.  subway  properties,  all  of 
which  are  city  owned  and  all  of  which  the 
city  is  entitled  to  recover? 

The  acquisition  of  the  city-owned  recap- 
turable properties  will  give  the  car  rider  a 
longer  haul  than  at  present  on  the  same 
lines  for  a  5-cent  fare.  In  no  event  would 
he  be  inconvenienced  or  have  to  pay  a  dou- 
ble fare.  It  is  about  time  to  explode  that 
bugaboo,  which  is  causing  so  much  unneces- 
sary concern  and  creating  so  much  false 
sentiment  against  the  carrying  out  of  the 
plans  for  unification. 

In  speaking  of  the  adequacy  of  the  5- 
cent  fare  I  have,  thus  far,  confined  myself 
to  the  existing  subways.  Those  now  under 
construction,  if  operated  independently  of 
the  present  subways,  will  pay  considerably 
more  than  their  operating  expenses,  but 
they  will  come  far  short  of  meeting  their 
fixed  charges  on  the  present  cost  of  con- 
struction and  equipment.  They  can,  how- 
ever, in  either  of  two  ways,  be  made  to 
pay  on  a  5-cent  fare. 

How  TO  Get  New  Subways  at  5  Cents 

The  first  is  by  the  Delaney  plan,  under 
which  62  per  cent  of  the  construction  cost 
is  added  to  the  budget  in  yearly  install- 
ments, so  that  only  38  per  cent  of  the  cost 
will  be  represented  by  city  bonds,  on  which 
interest  and  sinking  fund  must  be  paid. 

The  other  way,  and  what  we  are  now 
undertaking  to  do,  is  to  join  and  unify  the 
new  subways  with  the  present  subways,  as 
purchased  or  recaptured  by  the  city.  The 
latter  is  now  appropriating,  paying  and  in- 
cluding in  the  annual  budget  $12,740,000  to 
meet  the  yearly  fixed  charges  on  the  out- 
standing bonds  that  were  issued  for  the 
construction  of  the  present  subways — from 
which  the  companies  are  corralling  all  the 
earnings  to  the  total  exclusion  of  the  city. 

Is  it  just  that  the  car  rider  shall  be  bur- 
dened with  the  entire  fixed  charges  on  the 
construction  cost  of  these  subways  into  new 
territory,  which  cannot  pay  at  the  outset? 
Or  is  it  fairer  that  the  construction  cost 
shall  be  paid  in  part  by  the  property  devel- 
oped and  in  part  by  the  city,  which  is  also 
benefited  in  the  way  of  increased  assess- 
ment values  ?  My  idea  is  that  the  fare  pay- 
able by  the  car  rider  should  represent  the 
entire  cost  of  operation  and  one-half  of  the 
fi.xed  charges  on  the  cost  of  construction, 
and  that  the  remaining  one-half  of  the  con- 
struction costs  should  be  borne  between  the 
benefited  property  and  the  city. 

Before  closing,  let  me  repeat  the  assur- 
ance that  through  unification  you  will  have 
an  improved  and  not  impaired  service.  And 
let  me  warn  you  against  standing  in  your 
own  light  by  taking  counsel  of  the  fear 
that  anything  will  be  attempted  that  will 
dismember,  cripple  or  impair  the  service. 
Do  not  permit  yourselves  to  be  misled.  If 
we  cannot  do  something  largely  construc- 
tive we  do  not  deserve  to  succeed.  The 
companies  are  playing  for  big  stakes.  One 
cannot  blame  them  for  fighting  hard  to 
hold  on  to  your  property,  if  they  can.  But 
so  are  you,  for  your  stake  in  this  great  ad- 
venture is  the  ultimate  welfare  of  your  city. 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1001 


Dispatch  Freight  Service 
Termed  Successful 

After  a  month's  operation  the  new 
dispatch  freight  service  which  was 
started  Oct.  1  by  electric  railways  in 
Ohio  and  Indiana  has  proved  itself  to 
be  a  successful  addition  to  the  com- 
panies' transportation  activities,  accord- 
ing to  officials  of  the  traffic  department 
of  the  Union  Traction  Company.  The 
service  is  offered  by  eighteen  electric 
railways  operating  in  the  two  states  and 
extends  to  Columbus,  Cincinnati,  Day- 
ton, Lima,  Toledo  and  Springfield,  O. ; 
South  Bend,  Peru,  Fort  Wayne,  La- 
fayette, Terra  Haute,  Richmond,  Greens- 
burg,  and  Connersville,  Ind. ;  Louisville, 
Ky.,  and  all  intermediate  points.  The 
service  is  available  over  the  following 
electric  lines :  The  Chicago,  South 
Bend  &  Northern  Indiana  Railway,  Cin- 
cinnati, Hamilton  &  Dayton  Railroad, 
Dayton  &  Troy  Electric  Railway,  Day- 
ton &  Western  Traction  Company, 
Fort  Wayne-Lima  Railroad,  Indiana, 
Columbus  &  Eastern  Traction  Company, 
Indiana  Service  Corporation,  Indian 
apolis  &  Cincinnati  Traction  Company, 
Interstate  Public  Service  Company, 
Lima-Toledo  Railroad,  Northern  In- 
diana Power  Company,  Southern  Mich- 
igan Railway,  Southern  Ohio  Public 
Service  Company,  Terre  Haute,  Indian- 
apolis &  Eastern  Traction  Company, 
Toledo,  Bowling  Green  &  Southern 
Traction  Company,  Union  Traction 
Company  of  Indiana,  Western  Ohio 
Railway  and  the  Winona  Railroad. 

Fast  transportation  of  merchandise 
affords  the  opportunity  of  buying  on  a 
smaller  scale  with  a  quicker  turnover 
at  greater  profit,  it  is  said. 


commission  has  no  authority  to  adjust 
rates  between  contiguous  municipalities. 
The  line  is  part  of  the  Minneapolis 
Street  Railway.  The  rate  in  the  city  is 
8  cents  cash. 


Pleas  and  Pledges  for  Safety  Sake 

Nearly  200,000  persons  have  pledged 
themselves  to  use  courtesy  and  caution 
on  the  highways  during  the  coming  year, 
the  American  Road  Builders  Associa- 
tion has  announced  in  reporting  the 
progress  of  its  national  highway  safety 
campaign.  The  association  is  offering 
$1,000  in  prizes  for  the  best  ideas  that 
may  be  used  in  promoting  safety  on  the 
streets  and  highways.  It  states  that 
more  than  22,000  persons  have  been 
killed  on  the  streets  and  highways  of 
the  United  States  during  the  first  ten 
months  of  1927.  Included  among  the 
objectives  of  the  movement  are  the  edu- 
cation of  motorists  and  pedestrians  in 
the  ways  of  safety. 


Minneapolis  Suburb  Seeks 
Fare  Reduction 

An  interpretation  of  the  Brooks-Cole- 
man law  vesting  control  of  rate  making 
in  the  Minnesota  Railroad  and  Ware- 
house Commission  has  risen  through  ap- 
plication by  Robbinsdale,  a  suburb  of 
Minneapolis,  for  a  reduction  of  the  car 
fare  from  11  cents.  The  suburb  has 
voted  against  annexation  by  Minne- 
apolis. The  Attorney-General  of  the 
state  has   notified   the   village  that   the 


^2,000,000  Headquarters  Opened 
in  New  Orleans 

Invitations  were  sent  out  recently 
welcommg  the  public  of  New  Orleans  to 
the  opening  of  the  new  $2,000,000  home 
of  the  New  Orleans  Public  Service,  Inc., 
on  Nov.  7.  It  was  proposed  to  have 
young  ladies  in  the  employ  of  the  com- 
pany present  each  guest  with  a  pink 
carnation  and  serve  each  of  them  with 
a  cup  of  real  French-dripped  coffee. 
Heretofore  the  headquarters  of  six  or 
seven  departments  have  been  scattered 
in  buildings  removed  from  the  main 
office,  but  from  now  on  all  departments 
will  be  housed  in  the  new  building,  at 
Baronne  and  Union  Streets.  This  struc- 
ture represents  the  most  modern  de- 
velopment of  office  building  construction. 
In  planning  it  the  convenience  of  cus- 
tomers has  been  considered  as  well  as 
that  of  the  workers.  As  a  result  the 
building  is  a  model  example  in  efficiency 
and  comfort.  Certainly  it  is  one  of  the 
best  equipped  structures  in  the  South  de- 
voted exclusively  to  housing  a  cor- 
poration. 

The  mechanical  equipment  of  the 
building  deserves  special  attention.  The 
elevators  are  of  the  signal  control  type 
which  is  the  latest  development  in  ele- 
vator design  and  control;  the  telephone 
room  has  a  complete  automatic  switch- 
board for  the  handling  of  calls  in  the 
building  and  calls  coming  into  and  go- 
ing out  from  the  building.  In  addition 
to  this,  there  is  a  private  inside  tele- 
phone system  connecting  the  executives 
with  departments  where  quick  and  pri- 
vate communication  is  desirable.  There 
are  also  telautograph  and  pneumatic 
tube  systems. 

The  first  floor  is  lighted  entirely  by 
indirect  lighting  reflectors  concealed  in 


plaster  brackets  attached  to  the  columns. 
The  upper  floors  are  lighted  entirely  by 
indirect  lighting  fixtures  suspended  from 
the  ceiling  as  it  has  been  found  after 
considerable  experiment  that  the  full  in- 
direct system  of  lighting  gives  the  most 
satisfactory  and  comfortable  light  for 
rffice  work. 

Piedmont  Hearing  Set  for  Dec.  9 

The  Interstate  Commerce  Commission 
has  assigned  for  oral  argument  on  Dec. 
9  the  application  of  the  Piedmont  & 
Northern  Railway  in  Finance  Docket 
No.  6208  for  a  certificate  authorizing 
the  construction  of  two  extensions  of  its 
electric  line  in  North  and  South  Caro- 
lina, which  is  being  opposed  by  most  of 
the  steam  railroads  in  the  territory.  The 
commission  recently  made  public  a  pro- 
posed report  by  Examiner  H.  C.  Davis 
recommending  that  the  application  be 
denied.  The  argument  is  to  be  heard 
by  Division  4  of  the  commission,  Com- 
missioners Eastman,  Meyer  and  Wood- 
lock.  The  program  of  the  Piedmont  & 
Northern  in  this  connection  calls  for  the 
expenditure  of  more  than  $20,000,000. 


Children  Operate  Houston 

Trolleys 

To  play  "street  car"  will  be  a  novel 
pastime  for  the  children  of  Houston, 
Tex.  Although  the  motormen  will  not 
be  worried  about  safety  and  the  con- 
ductors anxious  about  the  exact  fare, 
regular,  full-grown  trolleys  with  gongs, 
bell  cords  and  all  intact  will  operate 
in  the  playgrounds  of  the  city.  The 
Houston  Electric  Company  is  about  to 
discard  some  old  cars  as  new  ones  are 
placed  in  service  and  after  talking  to 
the  director  of  the  recreation  bureau 
plans  to  present  the  old  equipment  to 
the  city  for  children's  playgrounds.  Be- 
sides the  fun  to  be  had  while  playing 
"street  car"  the  cars  will  also  serve  as 
sort  of  shelter  houses  for  playgrounds 
that  now  have  none. 


New  Orleans  may  well  be  proud  of  new  home  of  its  local  utility 


1002 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


Fare  Readjustment  Proposed 
in  Galveston 

Increased  car  fares  and  reduction  in 
wholesale  and  retail  power  rates  are  pro- 
posed by  the  Galveston  Electric  Com- 
pany to  the  City  Commissioners.  The 
reduction  in  power  rates  offered  will 
amount  to  approximately  25  per  cent  and 
affect  some  650  customers.  The  com- 
pany does  not  contemplate  further  reduc- 
tions in  lighting  rates  at  this  time  as 
reductions  were  made  in  the  first  part 
of  1927.  According  to  the  proposed 
street  car  rates  regular  patrons  will  pay 
25  cents  for  a  weekly  ticket  and  5  cents 
for  each  ride.  Occasional  riders  will 
pay  30  cents  for  four  tickets  and  the 
infrequent  riders  a  10-cent  cash  fare. 
The  present  fare  is  6  cents. 


Fare  Hearing  in  St.  Paul  Deferred 

Hearing  of  the  application  by  the  St. 
Paul  City  Railway  for  an  increase  in  the 
rate  of  fare  before  the  Minnesota  Rail- 
road and  Warehouse  Commission  has 
been  postponed  until  after  Jan.  1.  The 
first  date  set  was  Oct.  24  and  the  second 
on  Nov.  1.  The  city  desired  more  time 
from  the  third  date  set,  Nov.  14.  It  is 
expected  to  be  the  contention  of  the  com- 
pany that  the  valuation  of  $16,503,557 
set  by  the  commission  shows  a  return  of 
only  4.64  per  cent,  instead  of  7.5  per 
cent,  the  figure  set  by  the  commission. 


Larger  Welfare  Plan  in  Virginia 

A  new  benefit  association  has  been 
formed  covering  the  entire  Virginia 
Electric  &  Power  Company  system  and 
its  affairs  will  be  conducted  as  hereto- 
fore by  a  board  of  managers,  the  mem- 
bers of  which  are  chosen  by  popular 
vote  and  hold  office  for  a  period  of  one 
year  or  until  their  successors  are  chosen. 
The  old  relief  association  formerly  op- 
erated as  two  separate  divisions  for  the 
Richmond  and  Petersburg  and  the  Nor- 
folk and  Portsmouth  districts  of  the 
company.  The  new  association  is  a 
reorganization  as  of  Sept.  1,  1927.  It  is 
conducted  by  and  for  employees  to  pro- 
vide aid  for  members  when  incapaci- 
tated for  work ;  to  relieve  distress  and  to 
promote  fellowship  and  co-operation 
among  members  and  their  families.  Sick 
and  death  benefits,  hospital  and  medical 
attention  and  group  insurance  are  pro- 
vided in  the  larger  welfare  plan. 


Knoxville  Company  Confident 
of  Fair  Treatment 

Passage  on  first  reading  of  an  ordi- 
nance giving  a  franchise  to  the  Knox- 
ville Rapid  Transit  Company,  Knox- 
ville, Term.,  to  operate  buses  on  the 
streets  of  Knoxville,  by  the  City  Council, 
will  make  no  changes  in  the  plans  of 
the  Knoxville  Power  &  Light  Company 
to  add  twelve  additional  street  cars  to 
its  service  and  readjust  its  rates  for 
electric  lights. 

Announcement     that     the     company 


would  not  cancel  its  order  for  twelve 
new  cars  given  recently  and  would  not 
withdraw  its  application  for  certain 
reductions  in  electric  light  rates  pend- 
iiig  before  the  State  Public  Utility  Com- 
mission has  been  made  by  Col.  C.  H. 
Harvey,  president,  who  is  confident  the 
Council  would  give  fair  consideration 
to  the  effect  of  transit  competition. 


Substitutions  and  Fare  Increases 
Sought  on  Wisconsin  Lines 

The  Marinette,  Wis.,  Light  &  Trac- 
tion Company,  a  subsidiary  of  H.  M. 
Byllesby  &  Company,  has  petitioned  the 
Wisconsin  Railroad  Commission  for 
authority  to  curtail  street  car  service  in 
the  city.  If  carried  out  the  plan  would 
include  the  abandonment  of  the  inter- 
urban  service  to  the  city  of  Menominee, 
Mich.,  just  across  the  river.  Street  car 
service  between  the  two  cities  has  been 
suspended  all  summer  due  to  the  fact 
that  the  two  bridges  across  the  Men- 
ominee River,  which  marks  the  Wis- 
consin-Michigan line,  have  been  closed 
to  travel  and  will  need  to  be  rebuilt. 
The  matter  of  how  much  the  railway 
company  should  contribute  to  the  cost  of 
rebuilding  these  bridges  is  pending  be- 
fore the  commission.  The  company 
offered  to  substitute  bus  service  in  and 
between  the  two  cities.  This  plan  may 
be  revived  as  a  compromise. 

The  company  has  also  asked  for  the 
right  to  increase  fares  on  the  proposed 
remaining  lines  in  Marinette.  This 
would  mean  a  cash  fare  of  10  cents  in- 
stead of  the  present  7-cent  cash  fare 
and  three  tokens  for  25  cents  instead  of 
ten  for  50  cents  as  at  present.  Instead 
of  the  present  rule  of  fixing  children's 
fares  in  accordance  with  their  alleged 
ages,  the  company  proposes  to  carry 
children  under  40  in.  in  height  free  of 
charge  if  accompanied  by  a  person  pay- 
ing fare.  Children  between  40  in.  and 
52  in.  in  height  are  to  pay  a  5-cent  cash 
fare.  Children  over  52  in.  in  height  are 
to  pay  the  adult  fare. 


No-Parking  Ban  in  Chicago 

Deferred  Until  Jan.  1 

Postponement  of  a  six  weeks 
experiment  of  abolishing  all  park- 
ing in  the  downtown  Loop  district 
of  Chicago  during  business  hours 
of  the  day  has  been  announced  by 
Alderman  Thomas  Bowler,  chair- 
man of  the  City  Council's  com- 
mittee on  street  traffic.  The  no- 
parking  plan,  which  was  adopted 
last  month  by  the  street  traffic 
committee  after  lengthy  considera- 
tion of  the  recommendations  of 
Miller  McClintock  of  Harvard 
University,  was  to  have  been  put 
into  effect  on  Nov.  15,  but  is  now 
deferred  for  another  six  weeks  or 
more  by  the  decision  of  the  com- 
mittee. Fear  that  such  drastic 
action  might  injure  the  business 
of  downtown  merchants  during  the 
holiday  buying  season  is  responsible 
for  the  committee's  action. 


Weekly  Pass  System  in 
St.  Petersburg  May  Be  Extended 

R.  E.  Ludwig,  director  of  public 
utilities  at  St.  Petersburg,  Fla.,  is  said 
to  have  indicated  that  if  the  sale  of 
passes  good  for  use  on  the  St.  Peters- 
burg Municipal  Railway  is  a  success 
from  the  standpoints  of  increased  pa- 
tronage and  satisfaction  to  the  public, 
he  would  consider  issuing  a  combina- 
tion pass  later  that  would  be  good  for 
use  on  both  railway  lines  and  buses. 
The  weekly  passes  are  sold  for  $1.  The 
proposed  combination  trolley-bus  passes, 
if  finally  adopted,  would  be  sold  at 
slightly  higher  cost  to  counterbalance 
the  difference  in  regular  fares,  which 
is  10  cents  on  the  buses  as  against  7 
cents  on  the  electric  cars. 


Five-Cent  Fare  Cars  Do  Well 
in  Seattle 

The  first  day's  receipts  on  the  5-cent 
fare  line  operated  by  the  Seattle  Munic- 
ipal Railway,  Seattle,  Wash.,  in  the 
downtown  district  were  $57,  the  second 
day  $74  and  the  third  day  $75.  It  is 
expected  that  revenues  will  increase  with 
the  Christmas  shopping,  and  also  will 
increase  materially  in  rainy  weather. 
The  cost  of  operating  these  cars  is  very 
slight,  as  they  are  manned  by  trainmen 
running  the  trippers,  who  are  guar- 
anteed a  minimum  wage,  but  who  do  not 
put  in  enough  time  to  earn  this  wage, 
and  therefore  are  being  paid  for  time 
which  they  are  not  working.  Thus  the 
time  of  the  trainmen  operating  these 
cars  costs  the  company  nothing  addi- 
tional. These  cars  operate  only  from 
9:30  in  the  morning  until  4:30  in  the 
afternoon. 

The  cars  in  use  in  the  5-cent  service 
are  painted  a  maroon  and  operate  on 
First,  Second  and  Third  Avenues,  from 
the  railroad  stations  at  the  sound  end  of 
the  business  district  to  the  northern  end 
of  the  business  district.  Seattle's  busi- 
ness district  is  pretty  well  spread  out  in 
a  north  and  south  direction,  and  it  is 
thought  that  this  5-cent  fare  will  pick  up 
a  number  of  riders  who  would  walk 
rather  than  pay  the  regular  8J-cent  fare. 
No  transfers  are  issued  on  the  S-cent 

fare. 

» 

Kansas  City  Advertisement 
in  Pamphlet  Form 

Samples  of  newspaper  advertising 
used  by  the  Kansas  City  Public  Service 
Company,  Kansas  City,  Mo.,  from  June 
1  to  Oct.  1,  1927,  have  been  put  into 
booklet  form.  Herein  is  part  of  the 
regular  advertising  program  of  the  com- 
pany which  appears  regularly  four  times 
a  week  in  the  Kansas  City  Star  and  the 
Kansas  City  Journal-Post.  The  adver- 
tising campaign  is  being  carried  out 
with  the  idea  of  placing  before  the  pub- 
lic, by  a  consistent  and  regular  program, 
the  mutuality  of  interest  between  the 
community  and  the  transportation 
agency  and  to  sell  the  idea  of  a  greater 
use  of  the  transportation  facilities. 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1003 


Foreign  News 


Big  Express  Motor-Bus 
Scheme  at  Manchester 

Nine  municipalities  and  two  companies  get 

together  for  first  great  co-ordination  of 

tram  and  bus  services  in  England 

UNDER  British  law  an  English  mu- 
nicipality ("corporation")  cannot 
operate  buses  without  special  Parlia- 
mentary acts  and,  even  then,  restric- 
tions will  obtain  as  to  the  distances  to 
which  routes  may  extend  beyond  the 
city  boundaries.  On  the  other  hand, 
it  has  proved  extremely  difficult  to 
prevent  private  bus  operators  from  en- 
tering the  municipality  and  running 
such  fares  and  services  as  they  see  fit. 
Usually  some  compromise  is  effected 
whereby  the  bus  operator  agrees  to 
charge  a  higher  fare  along  tramway 
routes  to  discourage  local  pick-ups,  or 


Rochdale 


Bolton 


I  — 

•Altrinoholm         Gatley 


Six  separate  through  routes  at   Manchester   supplement 
trams  and  reach  new  areas 


else  the  tramways  reduce  their  maxi- 
mum (zone-rate)  fares  to  a  figure 
which  buses  cannot  meet. 

While  fully  determined  to  control  all 
the  public  service  transport  within 
Manchester,  the  Manchester  Watch 
Committee,  through  Henry  Mattinson, 
general  manager  and  chief  engineer  of 
the  Manchester  Corporation  Tram- 
ways, has  been  working  on  a  plan  that 
would  be  fair  to  the  city  and  to  re- 
sponsible outside  communities  and  com- 
panies alike.  This  plan  has  now  ma- 
tured to  the  point  where  it  is  possible 
to  announce  the  territory  to  be  covered 
and  the  nature  of  the  services.  Reg- 
ular express  runs  capable  of  indefinite 
extension  will  be  made  between  Bolton 
and  Hyde,  Bury  and  Stockport,  Hey- 
wood  and  Gatley,  Rochdale  and  Alt- 
rincham,  Oldham  and  Urmston  and 
Stalybridge  and  Eccles.  Each  route 
will  pass  through  some  central  part  of 


Manchester    and    they    will    be    inter- 
changeable. 

The  purpose  of  these  routes  is  two- 
fold :  One  is  to  reach  places  beyond  the 
tram  terminals,  the  other  is  to  give 
along  the  tram  routes  a  specialized 
service  for  which  the  bus  is  better 
fitted  than  the  rail-bound  car  under  the 
road  conditions  obtaining.  The  nine 
municipalities  of  Manchester,  Salford, 
Bury,  Rochdale,  Oldham,  Ashton- 
under-Lyne,  Heywood,  Stockport  and 
Bolton,  as  well  as  two  private  com- 
panies, the  Stalybridge  &  Dukinfield 
Joint  Board  and  the  South  Lancashire 
Tramways  &  Omnibus  Company,  have 
already  come  to  an  agreement  for  this 
joint  undertaking. 

Buses  are  to  stop  chiefly  at  the  tram- 
way fare  stages,  which  are  about  ^  mile 
apart.  Several  such  services  are  al- 
ready operated  in  Manchester,  but  Mr. 
Mattinson  realized  that 
their  full  possibilities  de- 
pended upon  the  ability 
to  continue  as  through 
routes  into  outlying  ter- 
ritories. It  should  not 
be  necessary  for  long- 
haul  riders  to  have  a 
change  of  buses  en  route. 
The  map  shows  that 
arrangements  have  been 
made  for  six  separate 
through  routes.  While 
passing  through  Man- 
chester, they  avoid  the 
exact  center  in  order  to 
by-pass  the  most  con- 
gested district.  Two 
special  stops  will  be  pro- 
vided downtown,  in  addi- 
tion to  those  at  tram 
stages,  so  bus  patrons 
may  transfer  from  one 
route  to  another. 

By  the  first  week  of 
November,  1927,  through 
running  rights  had  been 
obtained  from  all  munic- 
ipalities concerned  except 
for  the  Statford  stretch  of  the  Roch- 
dale-Altrincham  route,  but  it  was  ex- 
pected that  this  difficulty  would  soon 
be  overcome.  In  several  cases  journeys 
now  calling  for  a  transfer  and  long 
waits  for  connections  will  be  made 
without  change.  The  initial  fares  will 
be  approximately  double  the  tramway 
rates  in  the  Manchester  district  until 
experience  suggests  alterations. 


Miles 


caused  by  bus  competition.  The  track 
and  rolling  stock  were  offered  as  a  gift 
to  the  Redruth  Urban  District  Council, 
but  the  offer  was  declined.  Tramway 
company  officials  expressed  the  belief 
that  the  time  is  past  when  the  smaller 
tramways  can  be  of  material  benefit  to 
the  public. 

H.  P.  Stokes,  the  manager  of 
the  Plymouth  Corporation  Tramways, 
in  commenting  on  this  view  pointed  out 
that  this  was  a  short  line  in  an  un- 
populous  district  and  that  it  was  a 
speculative  venture  that  had  never 
proved  a  success.  In  well-populated 
areas,  he  said,  the  tramcar  remains  the 
most  economical  vehicle  for  dealing 
with  heavy  traffic. 


Service  Increased  for 
Theater  Crowds 

For  the  benefit  of  people  going  home 
from  theaters,  the  London  County 
Council  has  increased  its  tramcar  serv- 
ices after  11  p.m.  from  five  west-end 
terminals  to  provi.de  seating  accommo- 
dations for  31,500  passengers.  Be- 
tween 11  p.m.  and  midnight  255  cars, 
seating  18,600  passengers,  leave  these 
terminals.  All-night  service  at  longer 
intervals  begins  on  the  Council's  tram- 
way shortly  before  1  a.m. 


Co-ordinated  Bus-Tram  System 
in  Glasgow 

Purchase  of  25  buses  for  the  tram- 
ways department,  Glasgow,  Scotland, 
was  authorized  recently  by  the  Glas- 
gow Town  Council.  The  new  buses 
are  to  be  used  as  auxiliaries  to  the 
tramways  to  extend  municipal  trans-- 
portation  services  to  new  suburban  dis- 
tricts. Tramway  extensions  to  these- 
suburbs  is  regarded  as  too  costly.  Pre- 
viously the  Glasgow  Tramways  has, 
operated  only  a  few  experimental  buses; 
on  a  quiet  route. 


Improved  Seats  for  London 
Street  Cars 

Orders  for  355  upholstered  spring- 
seats  for  the  upper  decks  of  street  cars 
have  just  been  placed  by  the  highways 
committee  of  the  London  County  Coun- 
cil. It  is  expected  that  they  will  all  be 
completed  by  next  March.  One  car 
equipped  with  the  new  seats  is  to  be  put 
in  operation  on  the  London  traction  sys- 
tem in  the  near  future. 


Small  British  Tramway  Suspends 
Service 

In  September  the  Redruth  &  Cam- 
borne Tramways,  Redruth,  England, 
ceased  operation  and  buses  are  now  the 
sole  means  of  transportation.  This 
tramway,  which  had  been  in  operation 
for  many  years,  was  the  only  electric 
line  in  the  county  of  Cornwall  and  was 
only  4  miles  long.     Abandonment  was 


Record  Tramway  Traffic 
in  Liverpool 

During  a  "civic  week"  held  in  Liver-i 
pool,  England,  the  last  of  Septemberi 
tramway  traffic  passed  all  previous  rec-. 
ords.  The  number  of  passengers  car- 
ried was  5,600,000.  The  largest  number 
ever  previously  reached  in  a  week  was 
5,519,000  last  July,  when  Liverpool  wa& 
visited  by  royalty. 


1004 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


Recent  Bus  Developments 


^^^ 


"How,  Where  and  Why" 
While  En  Route 

An  extensive  and  systematic  drive  is 
being  made  by  tiie  Illinois  Traction  Sys- 
tem to  popularize  the  McKinley  Bridge 
at  St.  Louis  for  transcontinental  and  lo- 
cal tourists,  urging  the  advantages  of 
this  gateway  to  the  West  and  Southwest. 
Along  the  principal  paved  highways  in 
Missouri  and  Illinois  leading  into  St. 
Louis  and  within  a  radius  of  60  miles 
of  the  metropolis  of  the  Mississippi  Val- 
ley are  displayed  well-painted  highway 
signs  directing  attention  to  the  McKin- 
ley Bridge. 

A  second  edition  of  the  booklet  "Auto 
Trails  Map  of  St.  Louis"  has  also  been 
issued  this  year,  which  tells  in  detail  the 
saving  in  time  and  money  made  possible 
through  the  use  of  the  McKinley  Bridge. 
The  tourist  is  also  furnished  a  carefully 
prepared  guide  to  St.  Louis  and  auto 
trails  map  of  the  city  and  vicinity.  At 
first  this  booklet  was  distributed  through 
hotels,  automobile  clubs,  direct  mail  and 
other  miscellaneous  sources,  but  more 
recently  the  railway  has  secured  the  co- 
operation of  the  principal  gasoline-fill- 
ing stations  in  St.  Louis  and  the  adjoin- 
ing territory  and  the  booklet  is  thus 
placed  in  the  hands  of  the  tourist  while 
he  is  en  route — the  very  best  time  to 
reach  him.  Each  filling  station  is  sup- 
plied with  an  attractive  porcelain-finish 
sign  reading:  "Free  map  of  St.  Louis- 
McKinley  Bridge  Information." 


Short  Bus  Extension  in 
Minnesota 

The  Minneapolis  Street  Railway  has 
been  directed  by  the  Minnesota  Rail- 
road and  Warehouse  Commission  to 
run  buses  into  Richfield,  Minn.,  re- 
cently added  to  the  city,  covering  about 
1.1  miles.  The  new  bus  line  will  con- 
nect with  the  Bryant  Avenue  railway 
line. 


Substitute  Service  in  Mobile 

Bus  operation  will  be  substituted  by 
the  Mobile  Light  &  Railroad  Company, 
Mobile,  Ala.,  in  the  area  served  by  the 
section  of  its  Charleston-Beauregard  line 
west  of  South  Cedar  Street,  if  an  agree- 
ment reached  by  officials  of  the  company 
and  the  city  commission  is  approved  by 
the  Alabama  Public  Service  Commis- 
sion. It  has  been  announced  that  the 
railway  will  proceed  to  withdraw  its 
pending  petition  for  abandonment  of 
track  and  file  a  new  petition  asking  for 
authority  to  abandon  track  on  that  divi- 
sion of  the  line  and  to  establish  a  bus 
service  as  a  substitute.  Mayor  Hartwell 
said  the  agreement  provides  for  bus  serv- 
ice to  and  from  the  Southern  League 
field  during  the  baseball  season.  Cash 
fares  for  the  bus  line  will  be  8  cents,  the 
rate  applying  to  the  railway. 


Inasmuch  as  the  agreement  to  estab- 
lish the  bus  line  as  a  substitute  service 
has  only  just  been  reached,  the  railway 
has  not  decided  the  number  of  buses  to 
be  operated  or  the  schedule  details.  It 
was  understood,  however,  that  it  will 
proceed  at  once  to  withdraw  the  present 
petition  before  the  Public  Service  Com- 
mission and  replace  it  with  one  provid- 
ing for  bus  transportation. 


Veteran  Makes  His  Last 
Railway  Run 

John  Noel,  veteran  trainman  of  the 
Wisconsin  Public  Service  Corporation, 
ran  the  first  car  over  the  Duck  Creek 


Operator  of  first  and  last  runs  on 
Duck  Creek  Line 


line  when  it  was  opened  25  years  ago 
and  he  brought  the  last  car  in  off  of  the 
line  on  Nov.  1,  when  buses  replaced 
railway  service  on  this  10-mile  run. 
There  were  1,400  riders  on  the  line  on 
the  opening  day  25  years  ago  and  fewer 
than  300  on  the  closing  day. 


Ordinance  Restricting  Miami 
Buses  Reenacted 

By  more  than  four  to  one,  citizens 
of  Miami,  Fla.,  voted  against  read- 
mitting jitneys  in  competition  with  the 
railway.  Not  a  single  precinct  in  the 
city  showed  a  majority  in  favor  of  the 
jitney.  The  present  ordinance  forbids 
the  operation  in  the  downtown  section 
of  Miami  of  buses  that  carry  fewer 
tlian  fifteen  passengers. 

The  attorney  for  the  jitney  operators 
characterized  the  result  of  the  election 
as  a  "temporary  setback,"  saying  he 
expected  a  Supreme  Court  decision  in 
the  next  few  weeks  on  the  constitution- 
ality of  the  anti-jitney  law. 


By  Their  Uniforms 
Ye  Shall  Know  Them 

All  operators  of  buses  of  the  New 
York  State  Railways,  Syracuse  lines, 
are  clad  in  regulation  uniforms  of  gray 
whipcord,  with  chaufifeur's  cap,  black 
puttees,  a  khaki  shirt  and  black  four-in- 
hand  tie.  "This  snappy  uniform,  savor- 
ing of  the  military,  will  serve  to  dis- 
tinguish the  bus  operators  from  railway 
motormen  and  conductors.  Hitherto 
the  bus  and  trolley  men  wore  similar 
uniforms. 


Shoppers  Line  in  Minneapolis 
Proves  Successful 

The  first  year's  operation  of  the 
Nicolet-Hennepin  bus  line  from  the 
heart  of  Minneapolis,  Minn.,  to  36th 
Street  by  the  Minneapolis  Street  Rail- 
way was  a  success.  These  vehicles  used 
gas-electric  motors  of  the  no-gear  shift 
type.  In  all,  1,173,571  passengers  were 
carried  from  Oct.  14,  1926,  to  Oct.  31, 
1927,  returning  at  a  10-cent  fare  a  gross 
of  $117,357.  This  is  a  shoppers'  line 
and  does  much  intermediate  haul  busi- 
ness. 

Two  Fageol  Twin  Coaches  have  re- 
cently been  installed  on  the  38th  Street 
line,  which  operates  at  the  street  car 
rate  with  double  transfer  privilege.  The 
type  has  six  side  seats,  ten  cross  seats, 
all  seating  two  passengers,  and  a  rear 
seat  for  four.  There  are  ten  dome  lights. 
Rear  exit  is  pneumatically  controlled. 


Buses  Patronized  in  Hillsboro 

Three  Graham  Brothers  buses  have 
recently  been  put  in  service  by  the  Illi- 
nois Power  &  Light  Company  at  Hills- 
boro, 111.,  taking  the  place  of  the  recently 
retired  street  cars.  Free  transportation 
was  offered  the  first  day  the  buses  went 
into  service. 


New  Terminal  in  Camden 

Opened 

The  new  bus  terminal  in  Courthouse 
Square,  Camden,  N.  J.,  was  opened  on 
Oct.  29.  Its  use  permits  South  Jersey 
passengers  to  transfer  to  Public  Serv- 
ice -  P.R.T.  buses  for  Philadelphia. 
Opening  of  the  terminal  was  described 
as  a  move  on  the  part  of  the  Camden 
City  Commissioners  to  relieve  traffic 
conditions  in  South  Jersey.  On  the 
day  the  terminal  was  opened  the  Public 
Service  put  two  new  buses  in  operation, 
one  linking  Burlington  and  Camden 
and  the  other  running  to  Williamstown. 
Under  the  new  transfer  plan  the  pas- 
sengers would  be  able  to  remain  in  Cam- 
den or  to  transfer  to  Penn- Jersey  buses 
to  Philadelphia. 


New  Route  Approved. — The  Con- 
necticut Company,  New  Haven,  Conn., 
has  been  authorized  by  the  Public 
Utilities  Commission  to  operate  a  bus 
route  in  the  eastern  part  of  the  city 
from  the  junction  of  Ferry  and  Lom- 
bard Streets. 


November  26, 1927 


ELECTRIC  RAILWAY  JOL"RNAL 


1005 


II      Rnancial  and  Corporate      1 


Federal  Court  Is  Asked  to  Retain 
Chicago  Railways  Receivers 

A  petition  asking  that  Frederick  H. 
Rawson,  president  of  the  Union  Trast 
Osmpany,  and  Henrj-  A.  Blair,  presi- 
dent of  the  Chicago  Surface  Lines,  be 
allowed  to  continue  as  receivers  of  the 
Chicago  Railways  without  the  appoint- 
ment of  a  third  receiver,  to  611  the  place 
of  the  late  John  J.  Mitchell,  was  taken 
under  advisement  on  Nov.  11  by  Fed- 
eral Judge  James  H.  Wilkerson  on  the 
motion  of  attorneys  representing  inter- 
ests in  the  foreclosure  proceedings.  The 
motion  asking  for  the  continuance  in 
oflSce  of  the  two  other  receivers  was 
made  on  behalf  of  the  receivers  and  was 
concurred  in  by  attorneys  for  the  bond- 
holders' protective  committee. 


Increase  in   Brooklyn-Manhattan 
Net  Income 

An  increase  of  $600,257  in  the  con- 
solidated net  income  was  realized  by 
the  Brookl)m-Manhattan  Transit  Cor- 
poration, Brooklj-n,  N.  Y.,  for  the  fiscal 
year  ended  Jime  30,  1927.  In  the  fourth 
annual  report,  just  issued,  it  is  stated 
that  the  gross  income  as  shown  was 
after  providing  for  all  maintenance 
charges,  taxes  and  reserves  for  depre- 
ciation. 

During  the  last  two  years  the  ex- 
penditures for  maintenance  of  way  and 
structure  and  of  equipment,  including 
reserves  for  depreciation,  have  totaled 
$22,429,270,  which  is  24.50  per  cent  of 


COMPAK.\Tn"E    IXCOJrE    ST.\TEMEVr    OF 

THE  BHOOKLYX-MAXH-iTTAX 

TRANSIT  CORPOR.\TIOX 

1927  I92t 

Total apoBliiWKTeniHL..   $4«,7I0,S92  >44.S4«,H7 

Total  opcnliBc  i  iiiiin 

indnWdeiinditiaB. .     3t.3SS.l73  29.229.S3f 

Nctaa(ntii«mcBM  $lt,322.4IS  $IS.i29.l27 
Taxes  paid  and  aeeraed  on 
utMiatms  prayiertMB.  ok- 
cnafiag  ffiiauineut  t^- 
■uita  for  federal  income 
taaa 3.23S.S9*         3,2M.384 

Opaaiii* means....  $I3.S7I.S22    $12359.742 
Net  noB-OfiaatiBS  income.       l.t7l,7S3         I.ISt.492 

Gromineame SI4.I43.305    SI3.54«.235 

osiZBCooiie — Is- 
enataadreBtafe. 7.7S9.0Z5         7.777.877 

Balaaee. . . . -^^v- ■  •  •     »*.354,2«0      SS.7*2.35S 

■inoeity  intcrats 5,834  I4,r7l 

Netiaeome $«.34S.445       $5,748,187 


P.4SSEXG£BS  CA&RIED 

Fteal  Kapid 

Tear  Soi&ee           Tiaimt  Totak 

I9IS 2S53«9JS4  2tS.4N.t2>  S2t.Mf.tM 

If  If 2SI.t93.227  3I3.933.M2  St5.82t.8«f 

If2t 27S.S32.742  3St.l9t.Sft  SSf.t23.*32 

1921 2Z3.ttt.42S  4t6.t95.3lt  i29Jtl.73S 

1922 2St.4l23«4  44«.3S4JtS  t9t.79twS72 

I9Z3 2U.992.7f  5  4S2.5S4.tft  745.57t.S85 

If24 2tt.42l.4tf  53f.ttf.t7t  8t5.4ftL4t5 

lf2S 27l.Stt.fl4  5f3.3tS.fft  8t5.lt9.9t4 

I92t 2t9.Z33.8tt  t23.tf9.tf5  Sf2333.5tl 

1927 2t9.92aw7lt  t58C27l.tt3  92MMJ73 


the  total  operating  revenues  of  $91,- 
551.560  for  the  two  years. 

On  the  outstanding  preferred  stock, 
four  quarterly  dividends  were  paid,  ag- 
gregating $1,496,808,  and  on  the  out- 
standing common  stock  four  quarterly 
dividends  of  $1  each  were  paid,  agg^e- 
gatii^  $3,079,644. 

The  accompanying  table  showing  pas- 
sengers carried  indicates  that  the  in- 
crease in  nine  years  in  passengers  on 
the  rapid  transit  Unes  has  been  148.03 
per  cent,  and  the  increase  on  the  system 


COVDEXSED  COMPARATIVE  SUililARY  OF 

BROOKLYX-MAXHATTAX  TRAXSIT 

CORPOR-\TIOX  OPEBATIO.X 

PeriodAns. 

Year  Ended      4.  1913.  to 

Joae  3tb  1927  Jane  30.1927 

Rerenoa «34.I55,93S  82SI.tt4.l42 

OperatiBC  dedaetioaa  and 
eotporatioa'a   fint   pee- 

ferenlial 

Balance  arailable  for  n- 

tara  on  new  money  \a- 

Tested  under  eoatraet., . 

Corporation's  seeoad  pre<- 


revenues  and  the  application  of  revenues 
thereto,  together  with  the  cumulative 
deficiencies.  It  will  be  observed  that 
the  earnings  for  1927  showed  an  excess 
over  the  year's  deductions,  applicable  to 
the  cumulative  deficiency.  The  report 
states  that  with  a  continuation  of  favor- 
able operating  conditions  and  particu- 
larly with  the  additional  facilities  that 
the  city  is  obligated  to  provide,  it  is 
hoped  that  the  net  revenue  will  continue 
to  increase  so  that  the  cumulative  de- 
ficiency of  full  deductions  may  be  g^d- 
ually  made  good. 


2t.5S7,032    250,f35.8St 
7.59«.9tt      30,0tS.2St 


tcrsst  and  ainkiac  fand 
OB  eorporatkn's  eootii- 

sad    eQwpBMBt    iiuilei 

eontiaet 

"»'""-    shore    eocpora- 
laoit's  seeoad   preferen- 


S.470.t23 
2,128,282 


45.585.174 


Change  in  Name  at  Wilmington 

Stockholders  of  the  Wilmington  & 
Philadelphia  Traction  Company,  Wil- 
mington. Del.,  took  action  on  Nov.  15 
and  changed  the  name  of  the  company 
to  the  Delaware  Electric  Power  Com- 
pany. As  the  business  is  conducted 
largely  in  Delaware,  with  no  operations 
in  F'hiladelphia,  and  as  the  old  name 
gives  no  indication  of  the  company's 
large  and  growing  electric  light  aid 
power  department,  which  serves  approx- 
imately 70  per  cent  of  the  population  of 
the  state,  it  was  deemed  advisable  to 
select  a  new  name  which  would  more 
clearly  indicate  the  character  and  loca- 
tion of  the  company's  combined  busi- 
ness. Its  general  office,  as  heretofore, 
is  located  at  834  Market  Street,  Wil- 
mington. T.  W.  Wilson  is  president  of 
the  company. 


•lo.5i«.S«* 


•Indicates  decrease. 

782  per  cent.  It  will  also  be  noted  that 
the  surface  lines  carried  nearly  270,000,- 
000  passengers  in  1927,  which  b  about 
50  per  cent  of  the  total  surface  traffic 
in  BroeAlyn. 

On  the  subject  of  rapid  transit  the 
report  states  the  city  has  now  nearly 
completed  the  Fourteenth  Street-Eastern 
line,  the  construction  of  shops  and  stor- 
age tracks  near  Coney  Isl^«l  and  the 
lengthening  of  certain  station  platforms 
to  accommodate  eight-car  trains.  In 
antidpadon  of  requirements  for  addi- 
tional equipment  the  rapid  transit  oper- 
atii^  suteidiary.  New  York  Rapid 
Transit  Corporation,  purchased  213  cars, 
comprising  71  units  of  triplex  articu- 
lated cars,  which  were  equipped  in  the 
Coney  Island  shops  and  are  now  largely 
in  use.  The  city  has  not  yet  started 
work  on  the  construction  of  the  Nassau- 
Broad  line.  This  line,  with  the  added 
facilities  mentioned  above,  would  mate- 
rially increase  the  capacity  and  effi- 
ciency of  the  rapid  transit  lines  under 
Contract  No.  4. 

The  condensed  comparative  summary 
for  the  fiscal  year  ended  June  30.  1927, 
and  for  the  fourteen-year  period  from 
the  commencement  of  operation  under 
Contract  No.  4.  namely,  Aug.  4,  1913, 
to  Jtme  30.  1927,  shows  the  order  in 
which  such  deductions  are  made  from 


Delay  Exf>ected  in  Washington 
Merger  Plan 

Hearings  on  the  District  of  Columbia 
traction  merger  plan  will  probably  be 
delayed  for  several  weeks.  Harley  P. 
Wilson,  capitalist,  who  has  been  actively 
engaged  working  out  a  merger  plan, 
informed  a  representative  of  the  Elec- 
TKic  Railway  Journal,  because  he  has 
decided  on  a  series  of  conferences  with 
himself  and  the  presidents  of  the  two 
companies  in  order  to  iron  out  some  of 
the  difficulties  that  have  arisen.  Mean- 
while the  firm  of  Charles  Hansel,  utility 
consulting  specialists,  is  working  out  a 
plan  for  the  consolidated  operation  of 
the  street  railway  properties  on  behalf  of 
the  Federation  of  Citizens  Associations. 
This  latter  plan,  according  to  the  state- 
ment of  Col.  Eugene  .^badie  of  the  firm, 
deals  more  with  the  technical  phases  of 
consolidated  operation  rather  than  with 
the  financial  side. 

Another  angle  has  been  introduced  by 
the  proposal  of  William  McKinley  Clay- 
ton of  the  Federation  of  Citizens  Asso- 
ciations to  operate  a  "co-operative  bus 
service."  the  necessary  capital  for  which 
enterprise  is  to  be  raised  by  subscription 
among  members  of  the  various  citizens' 
associations.  Mr.  Clayton  believes  that 
the  street  railway  companies  have  no 
prorision  in  their  charters  to  allow  their 
operation  of  buses  and  feels  that  this 
co-operative  bus  line  would  force  the 
companies  to  eflFect  a  merger  to  the 
advantage  of  the  citizens.  Lain  .\mold, 
who  operates  several  bus  lines  between 


1006 


ELECTRIC  R.MLVVAY  JOURNAL 


Vol.70,  No.22 


Washington  and  Virginian  points  and 
who  was  the  former  proprietor  of  the 
Washington  Rapid  Transit  Company,  is 
also  in  favor  of  this  co-operative  bus 
service  proposaL 

Mr.  Wilson,  in  answer  to  a  question 
as  to  what  effect  the  merger  would  have 
on  the  purchase  of  new  equipment,  said 
his  plan  contemplated  the  properties 
as  they  were  and  what  might  be  done 
with  them  afterward  was  a  matter  for 
the  trustees  to  determine.  He  brought 
out  that  Washingfton's  position  as  a 
reservation  of  the  federal  government 
caused  some  unusual  problems  in  legis- 
lation affecting  its  utilities,  and  par- 
ticularly in  the  matter  of  this  merger  an 
extra  element  was  introduced  because 
the  necessary  legislation  had  to  be 
enacted  by  Congress.  "No  city  has  any 
business  having  competing  transporta- 
tion systems,"  Mr.  Wilson  said.  "This 
merger  business  in  Washington  has 
been  talked  of  for  the  last  twenty  years 
and  now  the  time  for  accomplishment 
has  come."  However,  he  did  not  want 
to  create  the  impression  that  he  was 
seeking  to  force  a  merger. 

John  H.  Hanna,  president  of  the  Capi- 
tal Traction  Company,  stated  that  he 
had  been  for  years  in  favor  of  some 
sort  of  service-at-cost  plan. 


Financial  Readjustment  in 
Helena 

Utility   properties   in    Montana    city   segre- 
gated under  management  of  J.  G. 
White  dC  Company 

AS  OF  Nov.  30  conversion  rights  will 
'expire  in  connection  with  the  finan- 
cial readjustment  of  the  utility  prop- 
erties at  Helena,  Mont.  After  the 
acquisition  of  the  properties  there  by 
the  two  new  corporations  organized  to 
hold  them  and  the  acquisition  by  J.  G. 
White  &  Company,  Inc.,  of  the  stock  of 
the  Helena  Gas  &  Electric  Company, 
J.  G.  White  &  Company,  Inc.,  offered 
to  depositors  with  the  stockholders' 
committee  of  the  old  Helena  Light  & 
Railway  Company  the  right  to  purchase 
from  J.   G.   White  &   Company,   Inc., 


each  six  shares  of  common  stock  de- 
posited, at  the  same  price  per  unit.  It 
is  this  offer  that  expires  on  Nov.  30. 

The  properties  formerly  owned  by 
the  Helena  Light  &  Railway  Company 
were  purchased  at  foreclosure  sale  by 
a  representative  of  the  bondholders' 
committee  for  and  in  behalf  of  that 
committee.  Pursuant  to  a  contract  of 
purchase  entered  into  between  the 
bondholders'  committee  and  J.  G. 
White  &  Company,  Inc.,  the  electric 
and  gas  properties  were  segregated 
from  the  railway  properties  and  the 
former  properties  were  transferred  to 
the  Helena  Gas  &  Electric  Company,  a 
new  Delaware  corporation,  and  the  lat- 
ter properties  to  the  Helena  Electric 
Railway,  also  a  new  Delaware  corpora- 
tion. Both  of  these  companies  are  in 
operation. 


First  mortgage  6  per  cent  bonda  due  1947,  secured  by  mortgage  to  the  Hanover  National  Bank, 
New  York,  trustee,  dated  as  of  Jan.  I,  1927,  mortgaging  the  properties  of  the  Helena  Gas  & 
Electric  Company,  including  a  pledge  of  all  the  out.standing  stock  of  the  Helena  Electric 

Railway,  consisting  of  1,000  shares  without  nominal  or  par  value $750,000 

$7  dividend  cumulative  preferred  stock  without  par  value,  aharee 2,605 

Common  stock  without  par  value,  shares 6,000 


Ernest  Iselin  a  Third  Avenue 
Director. — At  the  annual  meeting  of 
the  stockholders  of  the  Third  Avenue 
Railway,  New  York,  Ernest  Iselin  was 
elected  a  director,  succeeding  his  father, 
Adrian  Iselin,  resigned.  Other  direc- 
tors were  re-elected. 


stock  on  the  following  basis :  To  de- 
positors of  preferred  stock  a  unit  con- 
sisting of  one  share  of  preferred  stock 
and  two  shares  of  common  stock  of  the 
Helena  Gas  &  Electric  Company  for 
each  two  shares  of  preferred  stock 
deposited,  upon  payment  of  $87.50  and 
accrued  dividend  for  each  unit.  To 
depositors  of  common  stock  a  unit  con- 
sisting of  one  share  of  preferred  stock 
and  two  shares  of  common  stock  of  the 
Helena   Gas  &  Electric  Company   for 


Compiled  for  Publication  In  This  Paper  by 

Conspectus  of  Indexes  for  November,  1927 

ALBERT   8.  RICHKY 
snectrtc  Rallwmy  ESnclnear,  Worceatcr, 


Masa. 


Latest 

Month 
Ago 

Year 
Ago 

Since  War 

High 

Low 

Street  Railway 

Fares* 

1913  -  4.14 

Nov. 
1927 
7.M 

Oct. 
1927 
7.$4 

Nov. 
1926 
7.42 

Nov. 
1927 
7.50 

May 

1923 

c.n 

Electric  Railway 

Materials* 
1913  -  100 

Nov. 
1927 
141.  t 

Nov. 

1927 

22t.3 

Oct. 

1927 

1*2.1 

Nov. 
1926 
15C.S 

Nov. 

1926 

220.3 

Sept. 

1920 

247.5 

Sept. 

1927 

141.0 

marked  with  an  asterisk  are 
computed    by    Mr.    Richey,    as 

Electric  Railway 
Wages* 
1913  -  too 

Oct. 

1927 

220.2 

1??'o 

232 

March 

1923 

200.0 

follows:  Fares  Index  Is  aver- 
age street  railway  fare  In  all 
United     States    cities     with    s 

Am.  Elec.  Ry.  Assn. 

Construction  Cost 
(Elee.  Ry.)  1913  -  100 

Nov. 

1927 

1M.» 

Oct. 

1927 

199.2 

Nov. 

1926 

203.7 

July 

1920 

250.4 

May 

1922 

107.4 

population  of  50,000  or  over 
except  New  York  City,  and 
weighted  according  to  popula- 
tion. Street  Railway  Materials 
Index  is  relative  averaoe  price 

Bnft.  News-Record 

Construction  Cost 
(General)  1913  -  100 

Nov. 

1927 

212.0 

Oot. 
1927 
204.4 

Nov. 

1926 

210.S 

Oct. 
1926 

ia.7 

Nov.1 
1926 

12.74 
Oct. 
1926 

100.0 

June 

1920 

273.0 

March 

1922 

102.0 

U.  S.  Bur.  Lab.  Stat. 

Wholesale  Commod- 
ities 1913  -  100 

Oct. 

1927 

U6.5 

Sept. 

1927 

145.7 

May 

1920 
240.7 

Jan. 

1922 

130.3 

of  materials  (Including  fuel) 
used   in    street   railway   opera- 

Brads  treet 

Wholesale  Commod- 
ities 1913  -  9.21 

Nov.1 

1927 

13.  S9 

Oct.  1 
1927 

13.28 
Sept. 
1927 

154.0 

Feb.  1 

1920 

20.07 

June  1 

1921 

U.C2 

March 

1922 

130.7 

weighted  according  to  aver- 
age   use    of    such    materials. 

U.  S.  Bur.  Lab.  Stat. 
ReUil  Food 
1913  -  100 

Oct. 

1927 

150.1 

July 

1920 

219.2 

Wages  Index  is  relative  aver- 
age maximum  hourly  wage  of 

Nat.Ind.Conf.Bd. 

Cost  of  Living 
1914  -  100 

Oct. 

1927 

U3.7 

Sept.   i     Oct. 

1927        1926 

U2.S      U7.2 

July 

1920 

204.5 

19?2 
154.5 

operators  on  136  of  the  larg- 
est street  and  Interurban  rail- 

Steel UnUled  Ordera 

(Million  Tons) 
1913  -  5.91 

Oct.  31 

1927 

S.Stt 

Sept.  30  Oot.  31 

1927        1926 

3.1tt      3.CS4 

July  31 

1920 

ll.UC 

May  31 

1927 

3.051 

ways  operated  in  the  United 
States,    weighted   according    to 

Bank  CleariiuU 
Outaide  N.  Y7  City 
(Billions) 

Oct. 

1927 

U.97 

Sept. 
1927 
U.G2 

Oot. 
1926 
19.03 

Oct. 

1925 

20.47 

Feb. 

1921 

10.43 

ployed  on  these  roads. 

Bnalneaa  Failures 

Number 
LiabiXtiet  (MilUans) 

Get. 
1927 
1474 
».<7 

Sept. 
1927 
1417 
52.05 

Oct. 
1926 
1420 
39.02 

Jan. 

1924 

2231 

122.05 

1925 
1353 
27.22 

-A^ll  of  the  stock  of  the  Helena  Elec- 
tric Railway  is  held  by  the  Helena  Gas 
&  Electric  Company  and  all  of  the  out- 
standing stock  of  the  Helena  Gas  & 
Electric  Company  was  issued  to  J.  G. 
White  &  Company,  Inc.  J.  G.  White 
&  Company.,  Inc.,  paid  the  bondholders' 
committee  for  the  properties  by  deliv- 
ering new  first  mortgage  6  per  cent 
bonds  of  the  Helena  Gas  &  Electric 
Company  at  par  equal  to  60  per  cent  of 
the  principal  amount  of  the  old  bonds 
held  by  the  committee,  and  by  paying 
cash  equal  in  the  aggregate  to  the  re- 
maining 40  per  cent  of  the  principal 
amount  of  the  old  bonds,  plus  accrued 
interest  and  a  number  of  other  charges 
and  expenses.  The  outstanding  capi- 
talization of  the  Helena  Gas  &  Electric 
Company  is  shown  in  the  accompanying 
statement. 

The  final  disposition  of  the  Helena 
Electric  Railway  apparently  remains  in 
doubt.  It  is  stated  that  the  manage- 
ment may  discontinue  railway  service 
in  the  near  future  and  sell  or  liquidate 
the  Helena  Electric  Railway. 


Short  Abandonments  in 
New  York  Sought 

The  Empire  State  Railroad  Corpora- 
tion petitioned  the  Public  Service  Com- 
mission recently  for  approval  of  a 
declaration  of  abandonment  of  sections 
of  the  Clark  Street  line  in  the  city  of 
Auburn,  N.  Y.  It  also  sought  a  decla- 
ration of  abandonment  of  a  part  of  the 
line  in  Fulton,  Oswego  County,  for  a 
distance  of  0.55  mile.  These  lines,  the 
company  alleged,  were  no  longer  neces- 
sary for  the  convenience  of  the  public. 


Discontinuance  in  Walnut  Ridge 

The  Walnut  Ridge,  Ark.,  City  Coun- 
cil has  adopted  a  resolution  permitting- 
the  Arkansas-Missouri  Power  Company 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1007 


to  discontinue  operations  of  the  electric 
railway  in  Walnut  Ridge. 

The  railway  has  been  operating  only 
in  Walnut  Ridge  since  the  municipal 
authorities  of  Hoxie  served  notice  on  the 
company  in  August,  ordering  it  to  dis- 
continue operations  in  Hoxie.  After 
six  weeks  the  company  took  up  the 
tracks  in  Hoxie.  The  controversy  be- 
tween Hoxie  and  the  company  came  up 
over  the  extension  of  the  tracks  in  that 
city  and  summary  action  was  taken 
when  the  Hoxie  authorities  barricaded 
the  tracks  on  the  expiration  of  time 
given  the  company  to  extend  the  tracks 

^nd  service. 

♦ 

Data    on    Stock    and    Borrowed 
Money  in  California 

For  the  year  ended  June  30,  1927,  the 
California  Railroad  Commission  au- 
thorized $1,500,000  in  electric  railway 
issues.  This  compares  with  $4,362,461 
in  1926  and  $3,515,496  for  the  year 
«nded  June  30,  1925. 

In  commenting  on  this  the  commis- 
sion stated  that  in  the  last  three  years 
there  appeared  to  be  a  tendency  among 
the  utilities  to  finance  their  construction 
to  a  greater  extent  through  stock  issues. 
This  seemed  to  be  caused,  in  the  early 
part  of  the  period,  by  the  inability  of 
some  companies  to  have  bonds  certified, 
due  to  decreased  earnings  resulting 
from  water  shortage,  and  in  the  latter 
part  by  the  policy,  on  the  part  of  some, 
to  even  the  ratio  between  the  outstand- 
ing stock  and  bonds. 

Since  the  effective  date  of  the  public 
utilities  act  on  March  23,  1912,  up  to 
June  30,  1927,  the  commission  has  au- 
thorized the  issue,  for  additions  to  and 
betterments  of  properties,  of  securities 
in  the  total  amount  of  $1,380,923,997, 
of  which  $596,563,245,  or  about  43  per 
cent,  has  been  represented  by  stock  and 
$683,360,752,  or  about  57  per  cent,  by 
borrowed  money. 


Insulls  After  Western  United 

A  controlling  interest  in  the  Western 
United  Gas  &  Electric  Corporation, 
which  operates  electric,  gas  and  local 
and  interurban  transportation  services 
in  suburban  territory  adjacent  to  Chi- 
cago, is  reported  to  have  been  acquired 
on  Nov.  19  by  Samuel  Insull  and 
associates  of  Chicago.  The  Western 
United  properties,  representing  an  in- 
vestment of  approximately  $32,000,000 
in  utility  services  in  about  70  communi- 
ties, were  controlled  by  Col.  Ira  J.  Cop- 
ley, who  has  resigned  as  president. 

About  two  years  ago  a  large  share  of 
the  stock  passed  into  the  hands  of 
A.  E.  Fitkin  &  Company,  but  was  re- 
cently disposed  of  to  E.  H.  Rollins 
&  Sons  Company,  Chicago  investment 
bankers,  from  whom  the  Insull  interests 
are  said  to  have  just  purchased  control. 
The  Western  United  Corporation  op- 
erates the  local  railway  lines  in  the 
,  cities  of  Aurora  and  Elgin,  111.,  and 
■  througTi  the  Aurora,  Elgin  &  Fox  River 
Electric  Company  the  interurban  lines 
connecting   these   two   points. 


Personal  Items 


-tT^t~ 


I 


Omaha  Awaits 
J.  N.  Shannahan 

Public  utility  operator  and  former  A.E.R.A. 

president  becomes  president  of  the 

Omaha    &    Council    Bluffs 

Street  Railway 

THERE  are  always  rejoicings  in  his 
arrivals  and  regrets  in  his  depar- 
tures— the  former  induced  by  the  story 
of  his  accomplishments  and  conduct 
and  the  latter  because  acquaintance 
with  his  character  satisfies  a  physical 
and  mental  need.  While  Newport 
News  and  its  environs  bemoan  the  fact 
that  John  N.  Shannahan  will  no  longer 
be  counted  among  their  citizens, 
Omaha  avidly  awaits  his  coming  on 
Dec.  1,  for  upon  his  shoulders  will  fall 
a  large   part   of  the  responsibility  for 


J.  N.  Shannahan 


lifting  up  a  company  weighed  down 
with  financial  burdens  and  franchise 
difficulties.  Similar  difficuUies  have 
been  surmounted  by  him  in  the  past, 
notably  at  Newport  News,  where  he  was 
president  and  principal  owner  of  the 
Newport  News  &  Hampton  Railway, 
Gas  &  Electric  Company  until  early  in 
1926,  when  the  former  president  of  the 
American  Electric  Railway  Association 
concluded  a  deal  in  which  control  of 
that  property  passed  to  the  Fitkin  in- 
terests. Since  then  Newport  News  has 
been  watching  Mr.  Shannahan's  efforts 
in  the  development  of  large  real  estate 
holdings  of  the  Old  Dominion  Land 
Company.  It  was  generally  felt,  how- 
ever, that  the  55-year-old  executive 
was  endowed  with  too  much  vitality 
and  genius  to  divorce  himself  from 
some  public  service  enterprise.  His 
recent  election  as  president  and  general 
executive  of  the  Omaha  &  Council 
Bluffs  Street  Railway  .substantiates 
this  view. 

The  details  of  Mr.  Shannahan's 
steam  railroad  experiences,  electric 
railway  accomplishments  and  American 
Electric  Railway  Association  activities 
are  familiar  to  readers  of  the  Electric 


Railway  Journal  and  to  the  utility 
field  in  general.  Let  it  suffice  to  say 
that  his  first  knowledge  of  railroading 
was  gained  during  his  summer  student 
vacations  by  working  as  a  locomotive 
fireman  on  the  Delaware  &  Hudson 
Railroad.  After  he  was  graduated  he 
served  in  various  capacities  with  the 
New  York  Central  &  Hudson  River 
Railroad.  It  was  in  this  territory, 
namely,  Troy,  N.  Y.,  that  Mr.  Shan- 
nahan, born  in  August,  1872,  received 
his  preparatory  education  at  the  Troy 
Academy,  a  degree  of  civil  engineering 
from  the  Rensselaer  Polytechnic  Insti- 
tute in  April,  1894,  and  laid  the  foun- 
dation for  a  public  utility  career  which 
was  no  more  conspicuous  for  its  at- 
tainments in  community  progress  than 
for  the  influence  it  wielded  as  the 
moving  spirit  of  fairness  and  gener- 
osity, integrity  and  loyalty. 

His  services  in  the  operating  depart- 
ment of  J.  G.  White  &  Company,  as 
vice-president  and  general  manager  of 
the  Washington,  Baltimore  &  Annap- 
olis Electric  Railway  and  with  the 
Fonda,  Johnstown  &  Gloversville  Rail- 
road all  helped  to  increase  his  fund  of 
knowledge,  to  develop  his  powers  of 
observation  and  judgment  and  to  whet 
his  appetite  for  the  tastes  of  the  men 
with  whom  he  came  in  contact,  whether 
they  were  responsible  to  him  or  he  to 
them. 

The  real  market  for  his  talents 
opened  up  in  1912,  when  he  took  over 
the  management  of  the  Newport  News 
&  Hampton  Railway,  Gas  &  Electric 
Company  and  successfully  conquered 
certain  endemic  hazards. 

When  the  sale  of  the  Hampton  prop- 
erty was  announced  early  in  1926  it 
was  said  that  Mr.  Shannahan  would 
continue  to  remain  head  of  Shannahan- 
Cherry,  Inc.,  public  utility  operators. 
Somehow  the  disappointment  over  the 
transfer  of  this  property  felt  by  local 
communities  was  mitigated  by  the  fact 
that  Mr.  Shannahan  was  still  to  stay 
in  the  railway  industry.  The  com- 
mendatory comments  of  the  press  at 
that  time  gave  evidence  of  his  success 
as  a  public  relations  man,  and  in  un- 
mistakable terms  indicated  how  deeply 
he  had  intrenched  himself  in  the  af- 
fections of  the  Virginians. 

Fred  Hamilton,  Omaha  banker,  has 
retired  as  president  of  the  Omaha  com- 
pany, but  will  remain  chairman  of  the 
board,  while  R.  A.  Leussler  continues 
as  vice-president  and  general  manager 
under  the  new  president. 


Commissioner  Hall  to  Withdraw 
from  I.  C.  C. 

Commissioners  Meyer  and  Hall  of  the 
Interstate  Commerce  Commission  con- 
ferred separately  with  President  Cool- 
idge  at  the  White  House  on  Nov.  10  3t 
the  request  of  the  President.     Commia- 


1008 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


sioner  Hall  said  afterward  that  he  had 
advised  the  President  some  time  ago  of 
his  desire  to  retire  from  the  cormnission 
but  that  he  did  not  expect  to  leave  until 
his  own  docket  was  cleaned  up  because 
the  commission  is  burdened  with  an 
unusually  large  amount  of  work,  and 
that  the  date  had  not  been  determined. 


John  A.  Matthews,  assistant  in  the 
engineering  department  of  the  Altoona 
&  Logan  Valley  Electric  Railway, 
Altoona,  Pa.,  was  recently  named  engi- 
neer in  charge  of  maintenance  and  con- 
struction. Mr.  Matthews,  a  graduate  of 
Penn  State,  entered  the  engineering  de- 
partment of  the  Altoona  &  Logan  Val- 
ley Electric  Railway  in  1919,  being  as- 
sistant to  former  Engineer  Frank  D. 
Hain  and  to  Engineer  Brubaker.  The 
new  incumbent  of  this  post  succeeds 
G.  S.  W.  Brubaker,  who  went  to  Altoona 
in  1926  to  take  charge  of  rebuilding  op- 
erations under  direction  of  the  General 
Engineering  &  Management  Corpora- 
tion, New  York,  operator  of  the  line. 
The  company  expended  a  total  of  $533,- 
435  in  new  track  construction,  rebuild- 
ing several  lines  and  sections  of  other 
lines.  He  resigned  to  enter  a  business 
partnership. 

DiLLARD  W.  Layne  has  become  gen- 
eral agent  of  the  Pacific  Electric  Rail- 
way with  office  at  Long  Beach,  Gal. 
Mr.  Layne  has  been  with  the  railway 
since  1899.  For  the  past  six  years  he 
has  been  traveling  freight  agent  for  the 
Pacific  Electric  Railway,  but  most  of 
his  time  with  the  company  has  been 
spent  in  the  northern  division.  In  his 
new  position  he  will  have  entire  charge 
of  the  traffic  end  of  the  business.  Mr. 
Layne  succeeds  Willis  R.  Osborn.  who 
did  that  work  for  the  past  seven  years. 
He  goes  to  Huntington  Beach  as  agent. 

William  Stokes  has  replaced  John 
C.  Mellett  as  head  of  the  Indiana  Public 
Utility  Association  and  the  Indiana 
Committee  on  Public  Utility  Informa- 
tion. The  office  of  these  bodies  is  lo- 
cated at  1547  Consolidated  Building, 
Indianapolis,  Ind. 

Ira  H.  Rowell,  a  resident  of  Berke- 
ley, has  been  appointed  an  examiner  of 
the  California  Railroad  Commission  to 
succeed  Reginald  L.  Vaughan,  who  has 
been  appointed  assistant  attorney  of  the 
commission.  Mr.  Rowell  has  been  prac- 
ticing law  in  San  Francisco  since  1923, 
when  he  was  given  the  degree  of  doctor 
of  laws  by  the  University  of  California. 
He  was  formerly  a  resident  of  Fresno, 
and  for  ten  years  was  associated  with 
the  Fresno  Republican. 

George  H.  Conklin,  director  of 
public  relations  of  the  Augusta-Aiken 
Railway  &  Electric  Corporation,  Au- 
gusta, Ga.,  was  elected  secretary  and 
treasurer  of  the  North  and  South  Caro- 
lina U^lities  Information  Committee 
at  the  recent  annual  meeting  of  that 
organization  held  in  Charlotte,  N.  C. 
In  this  capacity  he  succeeds  Raymond 
Hunt,  vice-president  of  the  Tidewater 
Light  &  Power  Company,  Wilmington. 


R.  F.  Carbutt  Honored 

Doherty  operating  executive  elected  to  head 

Metropolitan  Section  of 

the  A.E.R.A. 

ROBERT  FOSTER  CARBUTT.  on 
■  the  operating  staff  of  the  public 
utility  division  of  Henry  L.  Doherty  & 
Company,  New  York,  since  1909,  has 
been  elected  president  of  the  Metro- 
politan Section  of  the  American  Elec- 
tric Railway  Association.  Mr.  Car- 
butt's  range  of  activities  with  the 
Doherty  organization  is  very  wide  since 
he  is  in  charge  of  the  supervision  of 
electric  railway  and  bus  operation  of 
subsidiary  properties  controlled  by  that 
company  and  acts  as  examining  engi- 
neer on  new  projects  and  in  an  advisory 
capacity  in  the  administration  of  the 
personnel  of  the  subsidiary  utility  prop- 
erties. 

Mr.  Carbutt  was  born  in  Philadelphia 
on  Oct.  12,  1878.  He  was  graduated 
with  the  degree  of  B.  S.  in  electrical 
engineering  from  the  University  of 
Pennsylvania  in  1901.  From  1901  to 
1903  he  was  engineer  of  the  Keystone 


on  management  and  operation  and  in 
1927  was  vice-chairman  of  the  com- 
mittee on  co-operation  with  state  and 
sectional  associations. 


R.  F.  Carbutt 

Company,  Philadelphia.  In  1903  and 
1904  he  was  manager  of  the  St.  Peters- 
burg Railwav  &  Electric  Company,  St. 
Petersburg,  Fla.  In  1904  and  1905  he 
was  engineer  on  construction  work  on 
the  Rochester,  Syracuse  &  Eastern 
Railroad  for  J.  B.  White  &  Company. 
For  the  same  company  he  served  on 
the  operating  force  of  the  Eastern 
Pennsylvania  Railway  at  Tamaqua, 
Pa.  This  was  during  1905  and  1906. 
From  1907  to  1909  Mr.  Carbutt  was 
manager  and  chief  engineer  of  the 
Southern  Public  Service  Company, 
Washington,  D.  C.  Since  then,  as 
previously  noted,  he  has  been  con- 
nected with  Henry  L.  Doherty  & 
Company. 

In  the  past  few  years,  particularly 
since  1924,  Mr.  Carbutt  has  been  active 
in  affairs  of  the  American  Electric 
Railway  Association.  In  1924  he  was 
regional  vice-chairman  of  the  com- 
mittees on  city  operation,  company 
and  associate  membership.  In  1925 
he  was  vice-chairman  of  the  com- 
mittee on  management  and  operation, 
and  an  alternate  of  the  American  com- 
mittee on  inductive  co-ordination.  In 
1926  he  was  chairman  of  the  committee 


OBITUARY 


Charles  S.  Mellen 

Charles  S.  Mellen,  formerly  president 
of  the  New  York,  New  Haven  &  Hart- 
ford Railroad  and  the  Boston  &  Maine 
Railroad,  died  at  Concord,  N.  H.,  on 
Nov.  17.  Mr.  Mellen  had  been  retired 
from  active  railroad  work  for  a  number 
of  years. 

With  the  Morgan  power  behind  him, 
Mr.  Mellen  launched  sweeping  plans  for 
the  New  Haven,  asserting  that  monop- 
oly was  best  for  New  England  trans- 
portation. So  vigorously  did  he  carry 
on  that  he  won  for  himself  the  appella- 
tion "Shirtsleeves"  Mellen.  In  the  next 
ten  years  the  New  Haven  absorbed 
electric  railways  in  both  Connecticut 
and  Massachusetts  and  outside  land  and 
water  competition  to  the  extent  of  more 
than  $200,000,000.  The  program  of  the 
management  provoked  a  public  storm. 
Courts,  legislators  and  the  Interstate 
Commerce  Commission  arose  to  chal- 
lenge Mr.  Mellen  and  his  associates 
in  their  course.  Mr.  Morgan  died  at 
this  critical  time  and  Mr.  Mellen  passed 
into  retirement  in   1913. 

In  the  program  of  expansion  upon 
which  the  New  Haven  Railroad  entered 
under  Mr.  Mellen  that  company  did  only 
what  other  similar  carriers  had  done  or 
were  doing,  but  public  disapprobation 
seemed  to  center  about  him.  It  would 
appear  that  the  more  mature  judgment 
of  E.  J.  Pearson,  now  president  of  the 
New  Haven,  is  much  more  nearly  cor- 
rect than  was  the  hasty  judgment  passed 
upon  his  acts  during  the  turmoil  that 
attended  the  investigation  of  the  New 
Haven  under  Mr.  Mellen.  This  does 
not  mean  that  there  was  not  room 
for  honest  differences  of  opinion  over 
the  appraisal  of  his  acts,  but  the  judg- 
ment passed  by  Mr.  Pearson  seems  to  be 
fair  that  as  '  the  circle  of  time  passes, 
the  excellence  of  Mr.  Mellen's  work  on 
and  plans  for  not  only  the  New  Haven 
Railroad  but  New  England  are  under- 
stood more  clearly  and  better  appre- 
ciated. His  foresight  was  in  the  right 
direction."  Although  he  did  not  always 
get  credit  for  having  it,  Mr.  Mellen  was 
endowed  with  a  keen  appreciation  of 
the  ridiculous,  and  those  who  knew  him 
well  realized  that  during  the  period  of 
his  retirement  he  was  able  to  look  back 
over  the  events  of  the  past  with  a 
charitable  eye. 

Born  at  Lowell,  Mass.,  Aug.  16,  1851, 
Mr.  Mellen  at  eighteen  chose  a  $25 
a  month  clerkship  with  the  Northern 
New  Hampshire  Railroad,  in  preference 
to  college. 


Joseph  R.  Roach,  assistant  inter- 
urban  superintendent  of  the  Portland 
Electric  Power  Company,  Portland, 
Ore.,  died  recently.  He  had  been  with 
the  company  for  26  years. 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1009 


1 


Manufactures  and  the  Markets 


=ft^&= 


Minneapolis'  25  New  Units  to 
Go  Into  Service  Dec.  1 

Twenty-five  new  street  cars  of  the 
most  modern  type  in  street  railway 
equipment  it  is  reported  will  be  put  in 
service  in  Minneapolis  and  St.  Paul, 
Minn.,  Dec.  1  by  the  Twin  City  Rapid 
Transit  Company.  Mention  of  these 
cars  was  made  in  the  Journal  March 
12  and   Sept.   24. 

The  cars,  which  are  now  under  con- 
struction at  the  company's  plant  at 
Universitv  and  Snelling  Avenues,  will 
cost  $300,000.  They  will  be  the  first 
of  a  number  which,  it  is  understood, 
will  be  used  to  replace  the  present 
cars  and  each  of  them  will  seat  50  per- 
sons, 28  of  them  on  cross-wise  seats 
and  the  balance  on  the  side  seats.  The 
cars  will  be  light  in  weight  and  atten- 
tion has  been  given  to  reduction  of 
noise.  They  can  be  operated  either  as 
one-man  or  two-man  type  cars.  The 
bodies  are  lower  than  the  cars  now  in 
use;  they  have  a  long,  rakish  appear- 
ance, due  to  the  rounding  of  both  the 
front  and  rear  ends,  and  have  stream 
lines.  The  frames  are  constructed  of 
steel  and  duraluminum  and  the  sides 
of  wood.  The  reason  wood  instead  of 
steel  was  employed,  according  to  W.  J. 
Smith,  master  mechanic  of  the  street 
railway  company,  is  because  of  its 
lighter  weight,  minimum  of  vibration 
and  insulation  qualities  for  keeping  out 
both  heat  and  cold.  The  seats  are 
built  on  more  of  a  slant  than  those 
now  commonly  in  use  and  it  is  claimed 
are  more  comfortable  and  provide 
greater  legroom  for  the  passengers. 
The  rear  of  the  seat  is  protected  by 
an  aluminum  piece  to  prevent  soiling 
of  the  passengers'  clothing  by  the  feet 
of  those  seated  in  the  back.  The  cars 
are  Jieated  by  electric  heaters  and  are 
so  designed  as  to  provide  increased 
light  for  reading  and  reduce  the  glare 
and  shadow  to  a  minimum. 

"The  company  has  not  yet  determined 
just  what  lines  the  cars  will  be  oper- 
ated over,  but  it  is  quite  certain  that 
they  will  be  divided  between  Minne- 
apolis and  St.  Paul,"  Mr.  Smith  said. 
"In  designing  these  cars  we  have 
striven  to  make  a  practical,  safe  car 
which  would  include  beauty  of  design 
and  such  refinements  as  would  attract 
passengers  and  make  them  feel  just  as 
much  at  home  in  our  cars  as  they  would 
in  their  own  automobiles." 


200  Percy  Turnstiles  Ordered 
for  B.-M.  T. 

An  order  for  200  Coinpassors,  non- 
electrical, coin-controlled  turnstiles,  has 
been  placed  with  the  Perey  Manufac- 
turing Company,  New  York,  N.  Y.,  by 
the  Brooklyn- Manhattan  Transit  Cor- 
poration. The  machines  were  described 
on  page  831  of  the  Oct.  29  issue  of  the 


Journal.  They  are  also  being  used  by 
the  Philadelphia  Rapid  Transit  Com- 
pany, Public  Service  Railway  of  New 
Jersey,  the  city  of  New  York  at  its  ferry 
terminals  and  in  the  Grand  Central 
Terminal,  New  York  City,  and  the 
South  Station,  Boston. 


Big  1928  Improvement  Program 
for  Railway  Agreed  On 

An  improvement  program  for  1928 
involving  the  relaying  of  142,000  lineal 
feet  of  railway  track  at  a  cost  aggregat- 
ing $1,300,000  has  been  agreed  upon  by 
the  Cincinnati  Street  Railway,  Cincin- 
nati, Ohio,  and  the  City  Council  com- 
mittee on  highways.  The  tracks  will  be 
rebuilt  in  conjunction  with  the  improve- 
ment of  29  streets  by  the  city.  Walter 
A.  Draper,  president  of  the  railway,  said 
that  the  sum  involved  represents  three 
times  as  much  reconstruction  work  with- 
in a  year  as  the  company  is  compelled 
to  do  under  the  provisions  of  its  new 
franchise.  In  order  to  carry  out  the 
program  it  is  understood  the  Council 
will  have  to  pass  an  ordinance  now  pend- 
ing before  it  to  permit  the  street  railway 
company  to  borrow  the  money  necessary 
to  pay  for  the  improvements.  The 
amount  would  be  repaid  from  the  com- 
pany's revenue. 


V.  E.  &  P.  Double  Tracking 
Bay  Shore  Line 

The  first  actual  construction  work 
that  is  to  play  a  part  in  the  Ocean  View, 
Va.,  development,  destined  to  cost 
$2,000,000,  is  under  way  with  forces 
of  the  Virginia  Electric  &  Power  Com- 
pany engaged  in  double-tracking  the 
Bay  Shore  line  of  the  Norfolk  division, 
with  a  view  to  a  complete  rearrange- 
ment of  its  Ocean  View  service,  it  is 
reported,  as  the  basis  for  that  resort's 
development.  Mention  of  the  project 
and  the  appropriation  was  made  in  the 
Journal,  Sept.  24. 

It  is  understood  that  double-tracking 
the  Bay  Shore  line  has  been  a  bone  of 
contention  between  the  people  of  Ocean 
View  and  the  traction  company  for 
more  than  a  decade  and  that  at  one  time 
it  was  virtually  written  into  an  agree- 
ment with  the  city,  and  on  many  occa- 
sions has  been  the  basis  for  bitter  con- 
troversy. The  present  owners  of  the 
company  placed  this  project  on  their 
regular  expansion  program  and  have 
just  reached  it  on  the  schedule. 

The  City  Council  has  approved  a 
plan  to  exchange  with  the  company 
a  portion  of  the  right-of-way  of  Gran- 
by  Street  from  the  Cottage  toll  road  in- 
tersection at  Lenox  through  to  Ocean 
View  proper,  to  enable  the  company  to 
straighten  its  tracks  at  Lenox  and  to 
run  down  the  middle  of  the  boulevard. 
It  gives  up  its  present  right-of-way  on 


the  west  side  of  the  concrete  boulevard 
and  makes  it  possible  now  for  the  street 
to  be  built  with  a  double  roadway  from 
Lenox  to  the  water.  Otto  Wells  of 
Norfolk  recently,  it  is  reported,  pur- 
chased practically  all  of  the  traction 
company  property  at  the  resort.  En- 
gineers of  the  city,  traction  company 
and  of  the  Wells  organization  just  now 
are  at  work  on  the  final  lines  of  the 
layout  of  trackage,  street  car  stations 
and  related  facilities  at  Ocean  View. 
Working  in  conjunction  with  this  plan 
is  City  Manager  Truxton  of  Norfolk. 

Thomas  P.  Walker,  vice-president  of 
the  Virginia  Electric  &  Power  Com- 
pany, in  charge  of  Portsmouth  and 
Norfolk  operations,  with  W.  Jennings 
Crocker,  local  counsel  for  the  company, 
conferred  recently  with  City  Manager 
Hanrahan  of  Portsmouth,  Va.,  relative 
to  the  company's  plans  to  remove 
abandoned  tracks  and  replace  pavement 
so  destroyed.  The  company  has  com- 
pleted similar  work  on  Elm  Avenue  and 
several  other  streets  and  plans  to  start 
early  next  year  on  Court  Street,  between 
High  and  London  Streets.  The  com- 
pany is  making  rapid  progress  with  its 
work  on  County  Street,  where  the  con- 
crete pavement  is  being  repaired  and 
put  in  excellent  condition. 


Two-Million  Dollar  Car  Order 
Placed  by  B.-M.T. 

The  Brooklyn  -  Manhattan  Transit 
Corporation  has  placed  an  order  for  50 
triplex  car  units — equal  to  150  single 
cars — amounting  to  $2,000,000,  with  the 
Pressed  Steel  Car  Company,  according 
to  reports  this  week. 

The  total  cost  of  the  cars  will  be 
brought  up  to  $4,000,000  after  the  mo- 
tors, running  gears  and  other  equip- 
ment are  purchased  and  installed.  These 
cars  are  essentially  the  same  as  the  71 
triplex  units  already  in  use  by  the  com- 
pany. The  new  order  for  50  units  when 
completed  will  bring  the  total  number 
of  this  type  equipment  on  the  B.-M.T. 
up  to  121.  This  is  the  second  large 
order  placed  by  it  within  the  last  two 

years. 

« 

Dallas  Railway  Completes 
Difficult  Job 

The  Dallas  Railway  &  Terminal  Com- 
pany, Dallas,  Tex.,  has  completed  the 
work  of  rebuilding  its  tracks  on  Main 
Street  and  on  Exposition  Avenue,  one 
of  the  major  items  in  what  is  known  as 
Everman  Plan  No.  4.  A  total  of  4,880 
ft.  of  double  track  line  was  rebuilt  and 
concrete  paving  laid  between  the  rails,  at 
a  cost  of  $89,790.  During  construction 
period  cars  using  the  Main  Street  line 
were  routed  down  Commerce  Street, 
which  parallels  Main  .Street  and  is  only 
one  block  removed.  Richard  Meriwether, 
vice-president  and  general  manager  of 
the  railway,  said : 

The  rebuilding  of  the  double  tracks  on 
Main  Street  and  the  laying  of  concrete 
paving  between  the  rails  presented  many 
difficulties.  Main  Street  carries  very  heavy 
traffic.     Quick  work  and  very  little  inter- 


1010 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22 


ference  with  business  along  this  street  was 
necessary.  The  work  was  completed  in  32 
working  days.  Construction  crews  were 
organized  into  two  shifts,  which  worked 
from  6  a.m.  to  12:30  a.m.  Three  hundred 
men  were  employed  on  the  two  shifts.  Our 
crews  were  instructed  to  keep  the  sides  of 
the  streets  along  the  new  construction  work 
clear  of  debris,  so  that  it  was  always  possi- 
ble to  get  into  and  out  of  the  business 
houses  along  the  street.  At  street  inter- 
sections we  used  SO  per  cent  more  cement 
than  on  other  portions  of  the  paving  so  the 
cross  streets  could  be  opened  to  traffic  in 
shorter  time. 

The  Main  Street  job  required  ten 
railroad  cars  of  new  6-in.  100-lb.  T-rail, 
ten  carloads  of  new  ties,  one  carload  of 
tie  plates,  nearly  250  carloads  of  con- 
crete, gravel  and  sand,  which  did  not 
include  the  ballast  salvaged  from  the 
torn-out  old  work.  Ten  street  railway 
v/ork  trains  were  constantly  employed. 


Non-Ferrous  Metals  Have 
Good  Week 

Business  is  well  up  to  the  average  in 
volume  of  sales  and  firmer  prices  were 
reported  for  all  of  the  major  non-ferrous 
metals  in  the  week  ended  Nov.  23.  Cop- 
per is  up  i  cent  to  13.75  cents  delivered; 
zinc  advanced  to  5.85  cents,  an  improve- 
ment of  fifteen  points;  tin  made  a  net 
gain  of  more  than  i  cent,  and  lead  is 
quotably  a  little  higher  in  St.  Louis. 

An  excellent  business  was  done  in 
domestic  copper  on  Nov.  17,  18  and  19, 
with  13.625  cents  in  Connecticut  and 
.13.75  cents  for  the  Middle  West  des- 
tinations the  prevailing  prices.  By  Nov. 
21  all  of  the  sellers  had  advanced  their 
price  to  the  basis  of  13.75  cents.  Valley. 
The  exporter's  price  was  advanced  to 
14.05  cents,  c.i.f.,  on  Nov.  21. 

A  premium  of  from  five  to  ten  points 
for  future  zinc  over  the  prices  for  spot 
and  prompt  metal  has  existed  most  of 
the  week.  High  grade  is  quoted,  nom- 
inally, at  7.75  cents  for  spot  lots  in  New 
York. 

Demand  for  lead  has  been  excellent 
all  week.  In  the  East  the  American 
Smelting  &  Refining  Company  has  made 
no  change  in  its  contract  price  of  6.25 
cents,  New  York.  In  the  Middle  West, 
sellers  found  the  demand  sufficient  to 
justify  them  in  advancing  prices  above 
the  6-cent  level. 

The  stronger  tone  in  tin  in  London 


METAL,  COAL  AND  MATEUiAL  PRICES 
F.  O.  B.  REFINERY 

Metals— New  York                              Nov.  22,  1927 

Copper,  electrolytic,  cents  per  lb 1 3 .  50 

Copper  wire,  cents  per  lb 15.25-15.50 

Lead,  cents  per  lb 6  25 

Zinc,  cents  per  lb 5  90 

Tin,  Straits,  cents  per  lb 58.  25 

mtuiiiinous  Coal,  f.o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons $4.  075 

Somerset  mine  run,  Boston,  net  tons 1 .  85 

Pittsburgh  mine  run.  Pittsburgh,  net  tons. .  1 .  825 

Franklin,  III.,  screenings,  Chicago,  net  tons  1 .55 

Central,  111.,  screenings,  Chicago,  net  tons.  1 .  125 

Kansas  screenines.  Kansas  Citv.  net  tons. . .  2. 30 

Matertols 

Ilutiber-covered    wire,    N.  Y.,  No.  i4,  per 

1,000ft 5  50 

Weatherproof  wire  base,  N.Y.,  cents  per  lb.  16.00 

Cement,  Chicago  net  prices,  without  bags. . .  2.05 

Linse9iloil(5-bhl.lots),N.  Y.,eenUperlb..  10.5 
White  lead  in  oil  (100-lb.  keg),  N.  Y.,  eenU 

perib 13.25 

TurpOTtine  (bbl.  lots),  N.  Y.,  per  fsl $0.5450 


has  brought  both  dealers  and  consumers 
into  the  domestic  market.  Spot  and 
forward  have  sold  at  approximately  the 
same  prices  most  of  the  week,  and  99 
per  cent  grade  has  been  but  little  below 
the  price  of  Straits. 


Prices  Considered  of  Interest 

to  Industry  Reprinted 

From  a  table  of  commodity  prices  in 
a  recent  issue  of  the  Guaranty  Survey, 
published  monthly  by  the  Guaranty 
Trust  Company  of  New  York,  prices 
considered  of  special  interest  to  the 
industry  on  commodities,  some  of  which 
are  not  ^iven  in  our  weekly  tables,  have 
been  selected  and  are  presented  on  this 
page  (see  table  below).  Pre-war  prices, 
1920,  1926  and  1927  are  given. 

ROLLING  STOCK 

Twin  City  Motor  Bus  Company, 
subsidiary  of  the  Twin  City  Rapid 
Transit  Company,  Minneapolis,  Minn., 
has  received  two  new  street  car  type 
motor  buses  which  it  was  recently  an- 
nounced would  be  put  in  operation 
shortly. 

Shore  Line  Motor  Coach  Com- 
PAN'Y,  Chicago,  has  recently  accepted  de- 
livery of  a  Model  54  White  six-cylinder 
bus  for  use  between  Detroit  and  South 
Bend  in  co-ordination  with  the  electric 
line  of  the  Chicago,  South  Shore  & 
South  Bend  Railway  between  Chicago 


and  South  Bend.  This  bus  is  the 
"Golden  Arrow,"  which  was  included  in 
the  White  Company's  exhibit  at  the 
American  Electric  Railway  Association 
convention  in  Cleveland. 


TRADE  NOTES 

W.  L.  HicHENS  has  been  appointed 
chairman  of  the  English  Electric  Com- 
pany, in  succession  to  P.  J.  Pybus,  who 
has  resigfned  in  order  to  undertake  other 
work.  Mr.  Pybus  will  remain  a  director 
of  the  company. 

Wade  Engineering  Company,  Los 
Angeles,  Cal.,  which  handles  products 
of  the  Lincoln  Electric  Company,  Cleve- 
land, Ohio,  announces  that  its  North- 
ern office  has  been  moved  from  69 
Webster  Street,  Oakland,  to  533-539 
Market  Street,  San  Francisco. 

American  Hammered  Piston  Ring 
Company  has  recently  placed  on  the 
market  an  auto  engine  valve  tester, 
called  the  Arico,  which  the  manufac- 
turer says  is  both  inexpensive  and  very 
practical.  It  comprises  a  steel  collar  or 
socket  in  which  is  affixed  a  strong  rub- 
ber bulb  in  the  shape  of  a  half  ball.  The 
testing  operation,  it  is  said,  consists  of 
placing  the  tester  over  the  valve  opening 
and  that  the  pressure  of  a  thumb  or 
finger  tells  the  story. 


ADVERTISING  LITERATURE 

Met-L-Wood  Corporation,  Chicago, 
has  mailed  an  illustrated  booklet  featur- 
ing the  construction  and  use  of  Met-L- 
Wood  panels. 

The  J.  G.  Brill  Company,  Philadel- 
phia, Pa.,  has  recently  issued  leaflet  No. 
318  and  bulletin  No.  319,  descriptive  of 
a  new  automatic  slack  adjuster  (mechan- 
ical), and  the  Brill  1928  model  electric 
car  and  Brill  No.  277-ex  type  truck, 
respectively. 

General  Electric  Company,  Sche- 
nectady, N.  Y.,  has  issued  looseleaf  bul- 
letins GEA-164-B  and  GEA-817,  de- 
scribing type  R.P.  metal-melting  pots 
and  equipment  for  metal  melting  pots, 
and  battery-charging  equipment. 


Trend  of  Commodity  Prices  Affecting  the 

1913 
.\verage 

COTTON— Middling,  New  Orleans,  per  pound 0. 127 

WOOL — Ohio,  fine  delaine,  unwashed,  Boston,  per  pound 0.  239 

SILK — Japan,  Kansai  best  No.  1  to  extra.  New  York,  per  pound 3. 64 

COAL — Pocahontas,  mine  run,  Norfolk,  per  long  ton 3. 00 

PETROLEUM— Kansas-Oklahoma,  33-34. 9°  gravity,  at  wells,  per  barrel. , .       0. 93 

PIQ  IRON —  ron  Aoe  composite  price,  pet  gross  ton 14.68 

STEEL — Iron  .iie  composite  price,  per  pound...., 0,0166 

COPPER— Electrolytic,  New  York,  per  pound 0. 1 55 

SULPHURIC  ACID— 66  deg.,  in  tanks.  New  York,  per  pound 0. 0100 

PAPER — Wrapping,  manila.  No.  1  jute.  New  York,  per  pound 0. 049 

RUBBER — Crude,  ribbed  smoKed  sheets,  New  Yor^,  per  pound 0. 820 

Current  quotations  are  as  of  the  1 5th  of  the  monta,  or  the  nearest  available  date. 

•  Compiled  from  the  Quaranhj  Surrn,. 


Electric  Railway  Industry* 


1920 
Average 

1926 
.\verage 

October, 
1926 

September, 
1927 

October 
1927 

0.330 

0.168 

0.128 

0.210 

0.211 

0.752 

0.468 

0.460 

0.455 

0.460 

8.64 

6.14 

6.09 

5.10 

4.90 

6.28 

5.42 

7.37 

4.32 

4.17 

3.40 

1.89 

2.05 

1.23 

1.23 

42.76 

20.26 

19.69 

18.00 

17.84 

0.0367 

0.0244 

0.0245 

0.0237 

0.0231 

0.175 

0.139 

0.141 

0.132 

0.133 

0.0109 

0.0076 

0.0078 

0.0078 

0.0078 

0.147 

O.tlO 

0.091 

0.092 

0.092 

0.363 

0.486 

0.427 

0.342 

0.341 

November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


23 


1 


t's  poor  policy 
to  play  with 
substitutes 


The 
"Peacock" 

(ReET.  V.  S.  Pat.  0«.) 


HE  sole  justification  for  offering 

a  substitute  is  the  desire  on  the 

'  part  of  the  seller  to  gain  his  own 

advantage.    "Just  as  good"  means  not 

superior.    It  is  a  poor  policy  to  accept 

substitutes. 

Peacock  Staffless  Brakes  are  recognized 
throughout  the  country  as  true  emer- 
gency brakes — the  one  final,  infallible 
agency  to  bring  a  car  under  control.  We 
are  always  ready  with  facts  and  figures 
to  show  cost  of  installation  and  mainte- 
nance. Compare  Peacock  Staffless  rec- 
ords with  those  of  substitutes.  Then — 
the  decision  is  a  safe  one. 


Staffless 


National  Brake  Company,  Inc» 


890  Ellicott  Square 

Canadian  Representative, 
Lyman  Tube  8C  Supply  Co.,  Ltd.,  Montreal,  Can. 


Buffalo,  N.  Y. 


24 


ELECTRIC  RAILWAY  JOURNAL 


November  26, 1927 


This  Is  a  Pass 


The  user  thereof  does  not  have  to  hunt  for  a  coin  or  stop  for 
change  or  transfer  transactions.  He  can  board  or  leave  without 
breaking  his  stride. 

The  purchaser  of  a  pass — whether  weekly,  SundayHoliday  or 
off'peak — has  exactly  one  transaction  and  no  more. 

Consider  what  this  means  in  expediting  your  car  movement  in 
onc'man  operation. 

Passes  can  be  installed  either  to  supplement  present  fares  or  to 
provide  a  low  fare  for  regular  riders  in  synchronism  with  an  in' 
creased  fare  for  other  riders. 

Write  for  the  facts  from  experience  showing  the  difference  in  riding 
habit  when  the  fare  is  prepaid  via  pass  or  is  paid  for  each  ride 
as  taken. 


Walter  Jackson 

Fare  and  Bus  Consultant 
160  Gratnatan  Ave.,  Mount  Vernon,  N.  Y. 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


25 


A  Vlain 
Statement 


\_}\5C0  finish  on  rolling  stock  outlasts  old- 
type  finishes  several  times  over. 

This  is  not  theory — but  fact,  Duco  stands 
up  longer  and  cleans  more  easily  because 
Duco  is  harder — tougher. 

The  growing  trend  toward  Duco-finished 
cars  is  the  result  of  Duco  endurance, 
proven  beyond  any  possibility  of  doubt 
through  service  on  thousands  of  miles  of 
the  railways  of  the  world,  under  all  service 
conditions. 


DUCO 


Ty 


E.  I.  du  Pont  de  Nemours   &   Co.,  Inc. 
Chemical  Products  Division,  Parlin,  N.  J. 
2100  Elston  Avenue,  Chicago,  III. 
569  Mission   Street,   San   Francisco,   Cal. 


26 


ELECTRIC  RAILWAY  JOURNAL 


November  26,  1927 


5r^^- 


.*^^i 


><«<' 


r 


^i 


_i>*»^  Mtiimm  ^'^^i. 
♦♦♦     COPPER  ^^^^ 

Mojybderumi 
IRON 

Following  are  the  makers 

of  Toncan  Culverts. 

Write  the  nearest  one: 

The  Berger  Mfg.  Co..  of  Mass. 

Boston,  Mass. 
The  Berger  Manufacturing  Co. 

Dallas,  Texas 
The  Berger  Manufacturing  Co. 

Jacksonville,  Florida 
The  Berger  Manufacturing  Co. 

Minneapolis,  Minn. 
The  Berger  Manufacturing  Co. 

Philadelphia.  Pa. 
The  Berger  Manufacturing  Co. 

Roanoke,  Virginia 
The  Canton  Culvert  fe?  Silo  Co. 

Canton,  Ohio 
The  Finnan  L.  Carswell  Mlg-  Co. 

Kansas  City,  Kan. 
The  Pedlar  People  Limited, 

Oshawa.  Ontario,  Canada 
Tri-State  Culvert  Mfg.  Co. 

Memphis,  Tenn. 
The  Wheal  Culvert  Co.,  Inc. 

Newport,  Ky, 


/'^UL VERTS  of  flexible  corrugated  metal  have  proven 
^^  their  value  for  many  years. 

They  adjust  themselves  to  shifting  of  the  fill  and  have 
the  required  strength  to  resist  vibrations  and  the  pressures 
of  swelling  or  freezing  soUs. 

But  ordinary  corrugated  culverts  frequently  encounter 
chemical  action  that  attacks  the  metal  and  shortens  life. 

For  this  reason  many  roads  prefer  culverts  of  Toncan 
Iron.  Toncan  Iron  has  copper  and  molybdenum  added  to 
increase  its  resistance  to  just  such  action.  It  combats 
corrosion  better,  lasts  longer  and  is  therefore  worth  more. 

Central  Alloy  Steel  Corporation,  Massiiion.  ohio 

World's  Largest  and  Most  Highly  Sl>ecia(i;ed  Alloy  Steel  Producers 

Makers  of  Agathon  Alloy  Steels 

Cleveland  Detroit  Chicago  New  York  St.  Louis 

Syracuse  Philadelphia  Los  Angeles  Tulsa 

Cincinnati  San  Francisco  Seattle 


TOMCAN 


COPPER 
MO'LYB-DEN-UM 


iAON 


Toncan  Culverts 

Are  Durable  Under  Any  Conditions 


on  the  road  ^ 
in  llie  records 


Meriting  Their  Ever 


Above  is  shown  a  21-passenger  street  car 
type  Graham  Brothers  Motor  Coach  in  serv- 
ice on  Jefferson  Avenue,  Detroit,  where 
express  trolley  service  is  proving  successful. 
Coaches  pick  up  and  deliver  passengers  at 
the  curb  stops  between  express  stops  and 
transfer  them  to  and  from  the  cars.  Detroit 
Street  Railways  operate  198  Graham 
Brothers  coaches. 


Below  is  a  Graham  Brothers  Parlor  Coach 
which  operates  between  the  Ford  Airport 
in  Detroit  and  downtown  hotels,  in  con- 
nection with  the  recently  inaugurated 
air  service  between  Cleveland  and  Detroit. 
It  is  indicative  of  the  variety  of  uses  for 
the  parlor  coach,  ideal  unit  for  any  kind  of 
fast,  deluxe  service. 


Graham 


MOTOR 


SOLD       BY^      I>ODG£       BROXHEILS 


[ncreasing  Popularly 

Performance  in  Service  of  6-Cylinder  Qraham 
Brothers  Motor  Coaches  has  Fulfilled  Oper- 
ators^ Highest  Expectations— Sales  Reflect 
Continued  Preference 


Operators  all  over  the  country  pur' 
chased  Graham  Brothers  6'cylinder 
motor  coaches  some  months  ago 
wholly  on  the  basis  of  their  profit- 
able experience  with  the  previous 
4'cylinder  type. 

Now  additional  purchases  are  being 
made  because  of  the  splendid  per- 
formance  of  the  6'cylinder  coaches 
themselves  in  actual  service. 

Superior  products  hold  and  build 


up  this  confidence  year  after  year. 
6--cylinder  engine,  4'speed  trans- 
mission,  4-wheel  brakes  (Lockheed 
hydraulic)  and  3 -stage  progressive 
type  springs  are  major  features.  In 
terms  of  operation  they  mean  more 
power,  speed,  flexibility,  safety  and 
comfort  —  with  the  dependability 
and  low  operating  costs  for  which 
Graham  Brothers  Motor  Coaches 
have  long  been  famous. 


^4045  ^4O60  ^4290 


1 2-Passenger 
Parlor  Coach 

(f.  o.  b.  Detroit) 


21 -Passenger 
Street  Car  Type 

(f.  o.  b.  Detroit) 


16-Passenger 
Parlor  Coach 

(f.  o.  b.  Detroit) 


Brothers 

COACHES 


DEA.I.EB.S        EVER. 


AV  H  E  RE 


Product  of  a 
Great  Institution 


Graham  Brothers  Motor  Coaches  are 
the  product  of  a  great  institution — 
sound,  stable  and  experienced. 

They  are  built  complete,  bodies  as 
w^ell  as  chassis,  by  Graham  Brothers, 
a  division  of  Dodge  Brothers,  Inc. 

They  are  sold  and  serviced  by  Dodge 
Brothers  Dealers  everywhere. 

When  you  purchase  a  Graham 
Brothers  Motor  Coach  you  have  the 
assurance  of  Graham  Brothers  for  the 
excellence  of  the  product.  And  your 
dealings  are  with  your  local  Dodge 
Brothers  Dealer  who  will  be  right 
there  w^here  you  bought  your  equip- 
ment this  year,  next  year — whenever 
you  need  him. 

GRAHAM       BROTHERS 

EVANSVILLE   —    D  ETRO  I  T  "  STOCKTON 

A      DIVISION      DF      D  D  D  G  E-     BRDTHER5,      Inc. 
GRAHAM     BROTHERS     (CANADA)     LIMITED.    TORONTO,   ONTARIO 


PrtnC*^  in  !!_ 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


31 


lOl    VT&>\JiS   OF  MANUFACTURING   li^XPIiRIEfNCE/ 


Snow   sweeper  rattan 

and  cane  voehhing  ma":) 

he  ordered  through  any 

H-W  sales  office. 


No.  327- M 


FOR  INTERURBAN  NEEDS, 

"T^HIS  Heywood-Wakefield  seat  is  designed  for  the  modem  type  of 
interurban  service  where  comfort  is  now  so  important.     It  has 
been  selected  for  both  new  cars  and  for  replacement  use. 

It  has  deep,  double  spring  cushions  shaped  to  allow  more  leg  freedom. 
Mechanism  rails  are  set  in.    The  individual  backs  are  properly  pitched 

for  comfort. 

Our  car  seating  experts  will  be  glad  to  help  you  decide 
on  the  best   seating   equipment  for  your  needs.     This 
service  is  free  through  any  H-W  sales  office. 

If  you  have  not  received  a  copy  of  our 
new  Bus  Seat  Catalogue,  write  for  it. 


Wi 


W^     J     V   . 


REG.  U.S.  PAT.  OFF. 


lEaaiB 


L||  |j-|l  I j\Heywood- Wakefield  Co.,  Wakefield,  Mass.;  516  West  34th  St.,  New  York,  N.  Y.; 
Ml  IIJI  IL_\  439  Railway  Exchange  Bldg.,  Chicago,  111.    H.  G.  Cook,  Hobart  Bldg.,  San 
Francisco,  Cal.  The  G.  F.  Cotter  Supply  Co.,  Houston,  Texas.  F.  N.  Grigg, 
^^  630  Louisiana  Ave.,  Washington,  D.  C.  The  Railway  &  Power  Engin-   .^<BWSl 
eering   Corp.,   133   Eastern  Ave.,   Toronto;  Montreal; 


if: 


Winnipeg,  Canada. 


32 


ELECTRIC  RAILWAY  JOURNAL 


November  26, 1927 


Just  as  the  electric 
railway  companies  have  to 
compile  and  be  guided  by 
exhaustive  statistics  as  to 
peak  loadsj  traffic  densities^ 
costs  per  mile^  and  so  forth^ 


ourselves  informed  as  to 
purchasing  power,  density 
of  population  and  all  vital 
market  information  in 
order  to  maintain  our  ser^ 
vice  as  an  active  asset  of 


I  IMCORPORATEO 


CANDLER  BLDG.    NEW  YORK 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


33 


Qood  Shoes 


IT'S  the  extra  season  of  service  and  the  fact 
that  they  continue  to  satisfy  the  wearer  that 
makes  it  v/orth\vhile  to  buy  good  shoes. 

The  same  principle  applies  to  hra\e  shoes.  The 
fact  that  American  Brake  Shoes  do  more  foot 
pounds  of  work  and  that  they  continue  to 
function  efficiently  and  dependably  throughout 
an  extra  period  of  service,  more  than  repays 
the  difference  in  cost. 

"Eest  by  Test" 


THE  AMERICAK  BRAKE  SHOE 
AND  FOUNDRY  COMPANY 


30  CHURCH  ST., NEW  YORK 
532  Sa MICH.  AVE.,  CHICAGO 


X 


34 


ELECTRIC  RAILWAY  JOURNAL 


November  26, 1927 


:tllllltlinllllllillimiliiiilllllllillliiilllllllllliilimilllllllillliiiiiiiiiliii<iniiiiiiiiiiiiiiillllliiiiuiiimiiiiiiimiiiilliiilliiliiliiliiiiiimiia      aimillitiiiiuittiniiiiiiiiiuiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiimiimiliiiiiiiimiMiiiiiiiiiiiimiiiiilllllillilllllllliniiiilimiiltiilMllimifm: 


L£  CARBON  E 
CARBON  BRUSHES 


ikGirbuneol 


Reason  No.  15 

They  are  the  longest  wearing  of  all 
carbon  brushes  yet  they  do  not  wear 
your  commutators.  It  is  cheaper,  is 
it  not,  to  pay  a  little  more  for  inex- 
pensive items,  such  as  carbon 
brushes,  than  to  pay  a  lot  more  for 
repairs  to  costly  armatures? 

W.  J.  Jeandron 

Factory  Terminal  BIdg. 
Fifteenth  Street,  Hoboken,  N.  J. 
FIttsbnrKh  Office:  634  Wabash  BIdK. 
ChiraKO  Office:  1657  Monadnork  Block 
San   Francisco  Office:  525  Market  Street 
Tanadian  Dislribnlnrs:  I.yman  Tube  &  Supply  Co., 
Monfrcul  and  Toronto 


kiiiiilillilliuuiiiiiitiiiiiiiiitiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiujiiiiliiJ iiiHiiumiiii lllllll llliliiiimiliuillliuilin 

SniiliiirillliliMiiiiiiiiitiiiiiiiitiiitiriiiiiiiliiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiMiiiiiiiiiniiiiiiiiiiiiniiiiriiniiiu 


Switch  over  I 


I  XF  YOU  are  on  the  side  track  of  delayed, 
I  J.  wasteful  cleaning,  "switch  over"  to  fast- 
1        schedule,  non-stop  Oakite  cleaning. 

I  Oakite  materials  will  complete  every  washing 

I  or  cleaning  job  in  the  car  shop  more  efficiently 

I  and  economically  than  can  be  done  with  ordi- 

I  nary  cleaners.     Interiors  and  exteriors  of  car 

I  bodies  as  well  as  truck  bodies,  air  pumps  and 

I  control  apparatus  are  rid  of  grease,  grime  and 

I  dirt   quickly   and   thoroughly — at   minimum 

I  cost  in  time,  labor  and  material. 

I  Try  Oakite  cleaning — and  compare!  An  Oakite 
1  Service  Man  is  at  your  disposal,  to  help  you. 
I        Write  us;  no  obligation. 

I  Oakite  Service  Men,  cleaning  epeciatieta,  are  located  in 

I  the  ieading  induatrial  centers  of  the  V.  S.  and  Canada 

=  Oakite  ia  manufactured  only  by 

I    OAKITE  PRODUCTS,  INC.,  28B  Thames  St.,  NEW  YORK,  N.  Y. 

I  (Formerlv  OAKLEY  CHEMICAL  CO.) 

I  OAKITE 

Industrial  Oeaning  Materials  andMethofy 

"^iiimi.'iiiniiHiiiiMnmiiMiiimmiimitmiiMnMiMiiiiuniiiimimimiiinirmiimiiiMiiiiimiimnMiiiinimiMiiiiiiiimiHMu^ 
»iiiiMiiniiiKiiniiiiMurMiHMiiHiiiinMiniMi-.iiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiniiiiiiiiiiiuiiiiiiiiiiiiiiiiiitii 


COLUMBIA 


Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 
265  Chestnut  St.,  comer  Atlantic  Ave., 
Brooklyn,  New  York 


AXLES 


-jinmiinmiiiiiminiiiiiiiitMiiiiiiiiiititniiiiiiiiiiiiiiiHiiiiiiifiiiiMiiiMiiiii<iiiiiiMiiriiitiiiiiiiii()iii))iriiiiiiiiiiiiiiiiiiiiijiiiiiiiiiifiiiir: 


MORE  than  sixty  years  of  experience  in  the 
manufacture  of  axles,  coupled  with  every 
facility  for  correct  heat  treatment  and  accurate 
testing,  insure  the  meeting  of  the  specification  in 
the  finished  product. 

Prompt  deliveries  of  Car  and  Tender  Axles,  Engine 
Truck  and  Driving  Axles,  Electric  Motor  and 
Street  Car  Axles,  Miscellaneous  Forgings. 

CARNEGIE  STEEL  COMPANY 

Qeneral  Offices  •  Carnegie  Building  a  434  Fifth  Avenue 

PITTSBURGH      <^k      PENNSYLVANIA 


1836 

~MlHliiiililllHiillliliiimiuiiiiiiiiliiiHiinuMiiiiiiiimiimiiiiiiMiiiiiiiiliiimililllilHmmiimiinimtiiiiiiiiinHiltiilliilinimilHll0 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


35 


Free  Holiday 

Stamping  Offer! 

UNTIL  January  1st,  1928  we  will  stamp 
your  name,  or  a  friend's  name,  in  gold  on 
the  front  cover  of  this  book  without  additional 
charge.  Proper  remittance  should  be  enclosed 
with  orders  and,  of  course,  stamped  copies  are 
not  returnable. 


This  second  edition  of  Richey  covers  the  latest  develop- 
ments— describes  new  methods — records  changes  in 
theory  and  practice.  It  covers  every  phase  of  electric 
railway  work  from  Roadbed  and  Track  to  Signals 
and  Communication. 


Saves 

lime 

and 

trouble 


Take 
advantage 
of  this 
ofier! 


Second  Edition. 
798  paces, 
flexible.  po«ket 
size,  fully  lllns- 
tratod.  f4.00 
net,     postpaid. 


This  widely-known  handbook  is  virtually  an  encyclo- 
pedia, on  modern  electric  railway  organization,  adminis- 
tration  and    operation. 

It  presents 

(1)  Data  on  eubjecta  which  come  up  in  everyday  electric 
railway  practice  for  constant  use  by  the  operating-,  con- 
structing and  desigrning-  engineer. 

(2)  Material  of  service  to  the  non-technical  manager  or 
operator. 

(3)  Reference  material  on  electric  railway  practice  for  those 
who  arc  specializing  in  other  or  allied  fields. 

Information  every  electric  railway  man  needs — the 
latest  and  best  methods — changes  in  practice  and 
theory — that's  the  new  Richey. 

Fill  in  and  mail 
this  coupon  NOW! 


McGRAW-HILL 

FREE  STAMPING  OFFER  COUPON 

McGraw-Hill  Book  Co.,  Inc.,  370  Seventh  Ave.,  New  York,  N.  Y.           ■ 

Send    me    Richey's    ELECTRIC    RAILWAY    HANDBOOK.    |4.00    net,    postpaid     ■ 
with  name  stamped  in   gold  on  thfi  front  cover.      I  am  enclosing  the  proper  re-     ■ 
mittance    and    understand   that    stamped   books    are    not   returnable.       (This   c^er     S 
expires    Jan.    1st.    1928.)                                                                                                         ■ 

■ 

Signed    

{Name    to    be    stamped) 

Address     

Offldtl    Pbtition    . 
Name  at  Compacy 

E.    11-26-27 

Helical  Gear  and  Pinion 


An  Investment 
in  Economy 

Nuttall  helical  gears  are  an  investment  in 
the  interest  of  lower  operating  costs.  Smooth 
and  vibrationless  in  operation,  they  prolong 
the  life  of  other  equipment.  Strong  and  long 
wearing,  they  will  out  wear  spur  gears  and 
eliminate  tooth  breakage.  The  BP  "tough- 
hard"  treatment  gives  a  gear  with  stamina, 
which  can  stand  the  most  strenuous  service 
and  still  make  an  astonishing  mileage  record. 
Nuttal  BP  helical  gears  are  still  in  service 
with  over  three  quarters  of  a  million  car 
miles  to  their  credit,  and  still  going  strong. 

Send  for  bulletin  No.  52. 

RJ).NUnALL  COMPANY 

PrrrSBURCHifePHIHSYLVANIA 


All    Westingrhouse    Electric    A    Mfg.    Co. 

district    offices    are    sales    representatives 

for    Nuttall    Railway    Products 

Canadian  Agent, 
Lyman    Tube    &   Supply    Co.,    Montreal 


t^JOfj, 


Nuttall 


36 


ELECTRIC  RAILWAY  JOURNAL 


November  26, 1927 


-j^^'i''t-"'  '*•'  >. .  -i^ 


fei^^ST 


a  a«^FSfvs:ii:ve^i"3 


iFor^.  Bacon  $.  1>avte 

incorporated 

116  Broadway*  New  York 
PHILADELPHIA  CHICAGO  SAN  FRANCISCO 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 

NEW  TORE         BOSTON         CHICAOO 


Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 

Design  Construction  Management 

Examinations  Reports  Valuations 


CHICAGO 


NEW  YORK 


SAN  FRANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER,    MASSACHUSETTS 

lUPORT*-  APPRAISALS  -  RATES  ■  OPERATION  ■  SERVICC 


a    B.    BCCHAMAN 


w.  H.  PRICE,  ra. 


JOHN  r.   LATNQ 


Pretident  8ec'y-Treas.  Vice-President 

BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 

Financial  Reports,   Traffic  Surveys 

and  Equipment  Maintenance 

BankBIdg.  Hanover:  2142  49  ^au  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

GardnM'  F.  WeUs  Albert  W.  Hemphill 

A  PPKAISA  LS 

INVESTIGATIONS  COVERING 

Reorganization       Management       Operation        Construction 

43  Cedar  Street,  New  York  City 


KELKER,  DeLEUW  &  CO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

Operating  Problems  Valuations  Traffic  Surrey* 

111  W.  Washington  Street,  Chicago,  III. 


E. 

H.  FAILE  &  CO. 

Designers  of 

Garages —  Service  Buildings — ^Tenninals 

Ml 

i    AVX.                                                  NKWTOEJK 

The  J.  G.  White 
Engineering  Corporation 

Engineers— Constructors 

Oil  Reflnerlei  and  Pipe  Lines.  Steam  and  Water  Power  Plants,  TrtnsmlSBlon 
Systems,  Hotels,  Apartments,  Office  and  Industrial  Buildings.  Railroads. 

43  Exchange  Place  New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service — Financial  Reports 

Appraisals — Management 

52  Vanderbllt  Ave.  New  York 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Reports  Rates  Service  InTestigatlon 

Studies    on    Financial    and    Physical    Rehabilitation 

Reorranizatlon     Operation     Management 

683  Atlantic  Ave.,  BOSTON,  MASS. 


LINN  &  MARSHALL,  Inc. 

Financing  —  Engintering  —  Management 

PUBLIC  UTILITIES 

ELECTRIC  RAILWAYS  —  MOTOR  BUSES  — 

GAS  —  ELECTRIC 

25  Broadway,  New  York  City 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -   Reports 

Valuations  -  Management 

NEW  YORK             PHILADELPHIA               Chicago 

STEVENS  &  WOOD 

incorporated 
ENGINEERS  AND  CONSTRUCTORS 

120  BROADWAY,  NEW  YORK 


ENGINEERING 
CONSTRUCTION 


TOUNGSTOWN.  O. 


FINANCnNQ 
MANAGEMENT 


MCCLELLAN  &  JUNKERSFELD 

Incorporated 

ENGINEERING  AND  CONSTRUCTION 

Examinations — Reports — Valuations 

Transportation  Problems — Power  Developments 

68  Trinity  Place,  New  York 

Chicago  St   Louis 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Stmday  Pass — Differential 

Fares — Ride   Selling 

Holbrook  Hall  S-W-3 

KO  Gramatan  Ave.,  Mt.  Vernon,  N.  Y. 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


i7 


3iiiiimiiiiiiHiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiimiiiiiiimiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiMiimiimiimiiiiiiiiiiiiiiiiiiiiiiMi^ 


THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 

Boston,  80  Federal  Street 
PHIL.ADBUHIA,  Packard  Bulldtng 
PirTSBURGH,  Farmers  Deposit  Bank  Building 
CldvhIaAND,  Guardian  Building 
Chicaqo,  Marquette  Building 
Cincinnati,  Traction  Building 
Ati^nta,  Candler  Building 
Phobnix,  Asii.,  Heard  Building 
DALI.AB,  TEX.,  Magnolia  Building 
Honolulu,  H.  T.,  Castle  &  Cooke  Building 
Portland,  Osb.,  Gasco  Building 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Detroit,  Ford  Building 

New  Orlkanb,  344  Camp  Street 

Houston,  Texas,  Electric  Building 

Dbnvee,  444  Seventeenth  Street 

SALr  Laxb  Citt,  Kearns  Building 

San  Pranctsco,  Sheldon  Building 

Los  Anqbles,  Central  Building 

Seattle,  L.  C.  Smith  Building 

Havana,  Cuba,  Calle  de  Agular  104 

San  Juan,  Porto  Rico,  Royal  Bank  Building 


■uliiiiimiilMilliiiiiuiiiiniiuMiniiliiiiiiiiniiniMiniiiiMiiiiiirnutiiniiiniiiiiiiniiliiliiilMiiniiniiiiiiiiliniimillMmiiiiiiiiiiiitiiiiiiitiiiniiiiiiiitiiiniiilllliniliniiiiHiiiiniliiiMiiirMiiiiiiiiuiiiiiiiiniiiiiiiiMlii 


THE  P.  EDWARD  WISH  SERVICE 


50  Church  St. 
NEW  YORK 


Street  Railway  Inspection 
DETECTIVES 


131   State  St. 
BOSTON 


!!<'■■"> iiiiMimiliii riiiiiiiiillliiiiriliiiriiuilillillllliliiiiiiiiiiiiiiiinilllllimiiiiiiiirriiniiiiiiiiiiiiiiliiillltiiliilllllllilllliilllliu 


Byllesby 

Engineering  &  Management 

Corporation 

231  S.  La  Salle  Street,  Chicago 

New  York  San  Francisco 


Better  Quality  Seats 
For  Car*  and  Buses 


Hale-Kilburn  Go. 

1800  Lehich  Ave.,  Philadelphia,  Fa. 


When  writing  the  advertiser  for  Information  or 

prices,  a  mention  of  the  Electric  Railway 

Journal  would  be  appreciated. 


.iiiiiiiiiiiimiiiiiiiniiiiriiiitiiiiiniiniiiiiiriiiitiiiitniirriiniiiiiiiiiiiiiitiiiitiiitiMiriiiiriiiniiitiiiiriiiiiiiniiniiiiniitiiiiiiiiiiiiiiiiiiitie 
£iiiHiiiiiMiiiiiiiiiiiiiiiiiriiiitiiiiiiii]iiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiniiiiiiiiiriiiiiiiiiiiiitiiiiiiiiiiiiuiiitii)iiiiiiitiiiiiiiiiiC: 

I   RAIL  GRINDERS  AND 
I  WELDERS 

i  Railway  Track- work  Co.,  Philadelphia 

i  083    I 

^iiriiiiriiiniiiiiiiiiiiMnriiiiiriiiiiiiiiiiiiiiiiiiniiiiitiiiiriiiitiiiiiiiiriiiiiiiiitiiiiiiitiiiiiiiiniiirriiiriiiiiriiiiMiiiiiiiiiiiniii[iiiii)iiiiiitiiH 


)miiiniiiiiiiiiHiiiiiiiitiiiiiiiniiiniiiniiiiiiiiiiiiiiiiiiiiniiiniiniiiiiiiiniiiiiiiiiiiiiniiniiiiitiii(iiiiniiniiniiiiniiiiiiiniiiiiiiniiiii'\f     omiiinMiiiiiiiiiiiiiiiiiiJiiiniiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiuiiiiiiiniiiiiiiuiiiMiiiiiiiiiiiiiiiiiiiiiniiiniiiiiiitiiiHiiiniiitMiirinniiiL 

ILLINOIS  MOTIVE  I  ' 
EQUIPMENT  COMPANY 

J.    I)     Kls-<mi.    Pri'sidciit  1 

General  Sales  Agent — The  Air  Rectifier  | 

District  Representatives  = 

Johnson  Fare  Box ;      McCloskey  Bomb  Shell  Torch ;  = 

Cinch  Vertical  Swipe;      Fyr-Fly  Spot  Lig^ht  = 


JM.  Jl_  and  COKIPANY 


35   E.   Wacker  Drive 


Chicago,   Illinois 


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RAIL  JOINTS  I 


DYNAMOTORS 
WELDING  ROD 

UNA  Welding  &  Bonding  Co. 
Cleveland.  Ohio. 


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tfniiiHiiinMiniiiuiiiiiiHiniiiiiiiniiiiimiiiiiiiuiiiniiiMiiiitiiiniiitiiHMiHiiimiimiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiimiuuiimuiK: 


I  _N  IIHIIIIIIH^         Qar  Heating  and  Ventilating 


— are    lo    longer    operating    problems.      We   can    ihow    yon  s 

bow  to  take  care  of  botb  wltb  one  equipment.     The  Peter  i 

Smitb    Forced    TentlUtlon    Hot    Air    Heater    will    laT*,    In  = 

addition,   40%   to  S0%   of  the  coit  of  any  other  ear  heat-  i 

tng   and    ventilating   aystem.      Write   for   detalla.  S 


I  ^IlllllllillllX^ 


The  Peter  Smith  Heater  Company 
6209  Hamilton  Ave.,  Detroit,  Mich. 


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m iiiiiimiiiliiiiillllliinjiiillliiiliiiiilriiiiiiiiilllilliiiuiililiilllllllliiilllllllliililiLiijiiiiillililiiiiiiiiiiiirriiiilllllimilllliililillii!^ 


Boyerized  Parts: 


Brake  Pins 
Brake  Hangers 
Bmke  Levera 
Pedestal  Olbs 
Brake  Fulcrums 
Turnback  lee 
Center  Bearings 
Side  Bearings 


Spring  Post  Bushings  : 
Spring  Posts  2 

Bolster      and      Transom  = 
Chaflng  Plates  ; 

Manganese  Brake  Heads  • 
Manganese  Truck  Parts  : 
Bushings  : 

Bronze  Bearings  : 


McArthur  Tumbuckles 

Can    be    purchased    throash    the  following : 
representatives : 

Economy  Electric  Devices  Co.  : 

72  W.   Van  Buren  St..  Chicago.   111.  ! 

F.    F.   Bodler.  | 

903  Mon&dnock  Bldg..  San  Francisco,  Cal.  : 

W.   F.   McKenney,  = 

54   First   Street,   Portland,   Oregon.  : 

J.   H.   Denton.  = 

132  8    Broadway,   New  York   City.   N.  Y.                 : 

A.    W.   Arlln.  : 

519    Delta  Bldg..   Los  Angeles.   Ctl.  | 

Bemis    Car   Truck    Company  I 

Springfield,  Mass. 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 

on  your  equipment 

The  Universal  Lubricating  Co, 

ClereUnd,  Ohio 

Chiearo    BepreMntatiTea:    Junaaon-KoM    Companv. 

Straw  Bide. 


Tiniiinimimiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiciuiiiiiiiiiuiiiiiiiiiiilliiiiiiiiiiiiiiiiiiiiiii iiiuiiiiiiiiimiiiiiiuiiiiiiuiuuiuiiimirip     m nil iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuinii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiimiiii iiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiie 


38  ELECTRIC  RAILWAY  JOURNAL 

-illliimMMinitiHiiitMHiiMiiiHHIIIIIIMmillHimniiiiiliiltlMtlMIHIlllillHiiiniiiiiiiililllllHtilliMilimiiiiitliifiiiiiMimimiHiiMMitir 


November  26,  1927 


STANDARJd. 

ST E  E  L  fiaDJ>JJj:~  ~ 


Hi 


t 


Steel  A^^^0el  Springs 

Ai-mafu re  Shafts 
Rolled  Sfeel  Wheels 

STANDARD  STEEL  WORKS  COMPANY 

PHILADELPHIA,  PA. 

BRANCH    OFFICES 

CHICAGO    NEWYORK    PORTIANO   SAN  FBAHCISCO   STLOUIS 

PITTSBURGH  HOUSTON   RICHMOND  ST.PAUL  MEXICO  CITY 

works:  burnham,pa. 


aHmiiiiiini iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiimiiiiiimiimi iiiimiiinimiiiiimiiuim iiiiiiiiiiiiiiiiii iiiiiiiiuiii>: 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxes  and  overhead  registers 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  are  increased  IJ  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.    Over  4000  already  in  use. 

When  more  than  two  coins  are  used  as  fare,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.    Over  50,000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  is  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Bach  barrel  can  be  adjusted 
to  eject  from  one  to  five  coins  or  one  to  six  tickets. 


I  Johnson  Fare  Box  Co. 

I  4619  Ravnswood  Av.^  Chicago,  III.  | 

uiutiiiiHHHumiiiuiiiiinninf'iiuHiiiHiiHiimitiiHiimiiimnn -"triiiiiiiiiiiiiiiiitiiiiimiiniimmniiHimiiiiimmHmiiiiiiiiin 


ANNUAL 


Statistical 


and 


Forecast 
L\  umber 

Electric   Railway  Journal 
January  14,  1928 


This  important  number 
will  contain: 

Record  of  1927  in  costs  and  revenues. 
Number  of  cars  purchased. 
Miles  of  track  constructed  and  recon- 
structed. 

Financial  records  for  1927. 

Reviews  of  basic  tendencies  in  legal, 
financial  and  regulatory  matters. 

A  review  of  the  significant  news  de- 
velopments of  1927. 

Together  with : 

A  forecast  of  1928  expenditures  in  all 
departments,  and  the  trends  which 
will  shape  developments  and  prog- 
ress of  1928.  ^ ' 


Advertising  forms  close 

Januarys,  1928 


Electric  Railway  Journal 

Tenth  Ave.  at  36th  St.,  New  York  City 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


39 


Searchlight  Section 

USED  EQUIPMENT  CBi,  NEW— BUSINESS  OPPORTUNITIES 

UNTJISPLAYED—RATB  PBU  WORD:  INFORMATION;  DlSI'LuVYKD— RATK  PER  INCH; 

fotitiont    Wanted,    4    cents    a    word,    mlnlmujn  Bcz    Sumbem    in     care    of    any    of    our    ortlctw  j    ,p      "j    Inches -l^n    iiii    inUi 

T5   ceiila  an  insertion,  payable  1»  sdrance.                     count  10  words  additional  In  undlsplayed  ads.  >;   („    ,4    inches."!!!!.!!!!''.!    4!l0    an.  inch 

Porltivnn    Vticant    and   all    other    claislflrattOTis,  Dixeoimt  of    10*%>    if   one   payment  is   made   In  Hates  for  larger  siwcea,  oryoariyrate&.-onreqiK-si 

8  cents   a  word.   mlnJmuin   charge   »2.e*,                         advance    for    four     consecutive     Insertttaia     of  .Ir.   advertiMnff    itifh   is    measured'vertically    wi 

iVoj[)OMWs,  40  e«its  a  line  an  InserlitMi.                              undisplaycd  ads    (not  Including   proposals).  .  tiio  column,  3  columns — 3  0  Itichea-^^o  a  page 


¥ 


Over 

6000 

other 

men 

in  the 

Electric 

Railway 

Field 

see  this 

page— 

Then 

isn't  this  the  logical  place  to 
advertise  any  business  wants 
you  may  have  of  interest  to 
Electric  Railw^ay  men?  Em- 
ployment— Business — Equip- 
ment Opportunities,  Etc., 
Etc.,  Etc. 


POSITIONS  WANTED 


EQUIPMENT  supervisor,  thoroughly  ex- 
perienced and  successful  in  maintenance 
of  city,  interurban  cars  and  buses,  de- 
sires to  change  location.  PW-61,  Elec- 
tric Railway  Journal,  7  So.  Dearborn  St., 
Chicago,  111. 

GENERAl^  superintendent  or  manager ; 
fifteen  years'  successful  experience.  PW- 
55,  Electric  Railway  Journal,  Tenth  Ave. 
at   36th   St.,   New   York. 


LOOKING  FOR  WORK?    A  position  wanted  f 

advertisement  here,  outlining  yoiu*  qualifica-  | 

tions    and    experience,    will    ^ve    you    the  i 

proper    introduction    to    executives    of    the  l 

Electric  Railway  Field,  seeking  men  lor  the  \ 

kind  of  position  you  want.  : 


MlltllllllllllllMIIIIIIMIIIIIIKIIIIIIII.III 


■llllllllllllllltllllllllllll 


Jllllllllltllltllllllll 


FOR  SALE 


I  15  BIRNEY  SAFETY  CARS 

I  Brill  Built 

I  West.   BOS  or  O.  E.  264  Motori 

I  Cars  Complete — Low  Price — Fine  Condition 

I  ELECTRIC  EQUIPMENT  CO. 

I  Commonwealth    Bldg.,    Philadelphia.    Pa. 


mill iiillWj 


FOR  SALE  BY 


Boston  Elevated  Railway 

Snow  Scrapers 

13 — "Root,"  in  good  condition.  For 
use  on  buses.  Price  $50.00  each 
f.o.b.  Boston.  Subject  to  prior 
sale. 


Address  Purchasing  Agent 
31  St.  James  Ave..  Boston 


IIIIIMIIIt Mlillllltlllliilltlllllllllli 


a 


Public  Auction  Sale  of 
Trolley  Cars 

The  Department  of  Plant  and  Struc- 
tures of  the  City  of  New  York  will 
offer  for  sale  at  public  auction  at  the 
office  of  the  Department,  Room  1800 
Municipal  Building,  Manhattan,  New 
York  City,  on  Monday,  December  S, 
1927,  beginning  at  10:30  a-m.,  a  num- 
ber of  Trackless  Trolley  cars  and  Trol- 
ley cars  as  follows: 

SEVEN  (7)  TRACKLESS  TROL- 
LEY CARS  (ATLAS  BUSES),  now 
stored  at  Car  Barn  at  Concord,  Staten 
Island. 

FIFTEEN  (15)  TRACKLESS 

TROLLEY         CARS  (BROCKWAY 

BUSES).  Ten  of  these  cars  are  now 
stored  at  Greenridge  Car  Barns, 
Arthur  Kill  Road,  Greenridge,  Staten 
Island,  and  five  are  now  stored  at 
Concord  Car  Barns,  Concord,  Staten 
Island. 

THIRTY-EIGHT  (38)  TROLLEY 
CARS  (BIRNEY  TYPE),  now  stored 
at  the  Car  Barn  at  Concord,  Staten 
Island. 

FIFTEEN  (15)  TROLLEY  CARS 
(SECOND  AVENUE  TYPE),  now 
stored  at  the  car  barn  at  Concord, 
Staten  Island. 

THIRTY-THREE  (33)  TROLLEY 
CARS  (BIRNEY  TYPE),  now  stored 
at  the  Williamsburg  Bridge  Car  Barn, 
Bedford  Avenue,  between  South  5th 
and  South  6th  Streets,  Brooklyn,  N.  Y., 
and  at  the  Essex  Street  Terminal  at 
the  Manhattan  end  of  the  Williams- 
burg Bridge. 

All  the  cars  now  stored  as  above 
set  forth  may  be  examined  by  intend- 
ing bidders  any  day  prior  to  sale  by 
appointment  first  made  with  the  Engi- 
neer in  Charge,  at  his  office,  400  Kent 
Avenue,  Brooklyn,  N.  Y.,  Telephone, 
Stagg  6712. 

Full  detailed  Information  and  terms 
of  sale  will  be  furnished  upon  applica- 
tion to  the  undersigned  at  his  office. 
Room  1800,  Municipal  Building,  Man- 
hattan,  New  York  City. 

Dated:   November  11,   1927. 

ALBERT  GOLDMAN, 
Commissioner  of  Plant  and  Structures. 


.(•■■lltlMttlllll 


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I  I 


Think  Searchlight  First'' — 

To  Find  Men  or  Employment 

Technical  or  Skilled,  Plant  or  Office,  Executive, 
Operative  or  Selling  _ 

To  Locate  Business  Opportunities 

Capital,  Partners,  Selling  Agencies,  Franchises,  Contracts, 
Auctions,  Instnictions,  etc. 

To  Sell,  Rent,  Exchange  or  Buy 

Plants,  Properties,  Factory  Buildings,  Industrial  Sites, 
Patents,  Inventions  or  Miscellaneous  Items. 


0188 


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(IIMIMIIIIIIIItMMIIIMMtllllllllllMIIIIMtHIIIMItllllllMHtMIIIIIIIMMIIIItMIIIII 


I llllirillllMIIMItIM; 


40 


ELECTRIC  RAILWAY  JOURNAL 


November  26,  192/ 


\dve.-tMiic.  Street  Car 
Jollier,   Inc..   Barron   0. 

tir    BtakM 

General  Electric  Co. 
WenlinEhouse  Air  JUrake  Co. 

AnchorB,  Gay 
Elec    Service  SupoUee  Co. 
General  Electric  Co. 
Ohio    Braab  Co. 
W«8tuiE)ioUBe  E.  *  H    Co. 

Amsfb^w  5hop  Tool! 
Colombia   Machine    Worka 
Elec.    Service    SuDOlies    Co. 

ADtomatic   Betnm   Switen 
Standi 
Ramano  Ajax  Corp. 

Antomatle  Safetr  Switch 

SUnda 
Kamapo  A]ax  Corp. 
Axlea 

Bemia  Car  Tmck  Co. 
Bethlehem    Steel   Co. 
Brill  Co..  The  J.  Q. 
Carnegie  Steel  Co. 
Cincinnati   Car  Co. 
Illinois  Steel  Co. 
St.  Louis  Car  Co. 
Standard  Steel  Worka 
Westinirhouae  B.  &  M.   Co. 
Babbtttint  Devlem 
Columbia    Machine     Worka 
&  H.  I.  Co. 
Ba^rea  and  Buttons 
Elec     Service    Supplies    Co. 
International    ReKiater    Co. 
Barnes,   Steel 

American  Bridtre  Co. 
BatteriM,    Drr 

Mtchola-Lintern  Co. 
Beartnc*  and  Bearlnic  Hetalt 
Bamis   Car   Truck   Co. 
Brill  Co.,   The  J.  G. 
Cincinnati  Car  Co. 
Oolambla  Machine  Worka  It 

M.  I.  Co. 
St.  Louis  Car  Co. 
Weatinrhouae  E.  &  M.  Co. 
Bearlnn.   Center   and   Boiler 
Side 

Cincinnati  Car  Co. 
Columbia   Machine    Worka 
Stucki  Co..  A. 
BearinfTS,  Roller 
Timken  Roller  Bearing:  Co. 

Bella  and  Bunters 

Consolidated   Car  Heatini 
Co. 
Bells  and  Gonxs 
Brill   Co..    The  J.   G. 
Cincinnati  Car  Co. 
Columbia  Machine  Worka  A 

H.  I.  Co. 
Elec.  Service  Supplies  Co. 
St.  Louis  Car  Co. 

Benders,     Rail 

Railway    Trackwork    Co. 
Body   Material,    Haskellte 
Plymetl 

Haskelite  Mfg.   Corp. 
Aodlea.    Bns 

Brill  Co..  The  J.  6 

Cummings  Car  &  Coach  Co. 

St.  Louis  Car  Co. 

Boilers 

Babcock  A  Wilcox  Co. 
Bolts  &  Xats.  Track 

nilnoia  Steel  Co. 

Bond    Testers 

American  Steel  &  Wire  Co. 

Ellectric  Service  Supplies  Co. 
Bondinc     Apparatus 

American  Steel  &  Wire  Co. 

Elec,    Service    SuppUea    Ca 

Ohio   Brass   Co. 

Railway    Trackwork    Co. 

Una  Welding  &  Bonding  Ca 
Bonda.    Rail 

American  Steel  &  Wire  Co. 

Elec.  Service   Slipplies  Co. 

General  Electric  Co. 

Ohio  Brass  Co, 

Railway    Trackwork    Co. 

Cna  Welding  &  Bonding  Co. 

Westinghouse  B.  *  M.  Co. 
Book  Publishers 

McGraw-Hill  Book  Co. 

Brackets  and  Crass  Arms 
(See  also  Poles,  Ties, 
Posts,   etc.) 

American  Bridge  Co. 
Bates    Expanded   Steel 

Truss  Co. 
Columbia   Machine    Works 
Elec.    Ry.    Eqnipinent    Co. 
Elec.   Service  SunoUes  Co. 
General  Electric  Co. 
Hubbard  ft  Co. 
Ohio  Brass  Co. 
Brake  Adjosters 
Brfll  Co..  The  J.  a 
Clndnnatt  Car  Co. 
National  Ry.  Appliance  Co. 
Westinghouse   Tr.   Br.    Co. 


WHAT  AND  WHERE  TO  BUY 

Eqaipment,  Apparatus  and  Supplies  Used  by  the  Electric  Railway  Industry 
with  Names  of  Manufacturers  and  Distributors  Advertising  in  this   Issue 


Brake  Shoes 
American    Brake    Shoe    A 

Foundry   Co. 
Bemis   Car   Truck   Co. 
Brill  Co..  The  J.  G. 
St.  Louis  Car  Co. 
Taylor  Electric  Truck  Co. 
Brake  Testers 

National  Ry.  Appliance  Co. 
Brakes,    Brake   Systems    and 
Brake   Parts 
Bemia  Car  Truck  Co 
Brill   Co..   The  J.   Q. 
Cincinnati  Car  Co. 
Columbia    Machine     Works 

&  M.  I.  Co. 
General  Electric  Co. 
National    Brake   Co. 
St.  Louis  Car  Co. 
Westinghouse   Tr.    Br.   Co. 
Brakes,  Magnetle  Ball 

Cincinnati  Car  Co. 
Bridges,  Steel 

American  Bridge  Co. 
Brushes.    Carbon 
General   Electric  Co. 
Jeandron.    W,   J. 
LeCarbone  Co. 
Westinghouse  E.  A  M.  Co. 
Bmshholdera 
rolumbia  Machine   Works 
General  Electric  Co. 
Buildings,  Steel 

American  Bridge  Co. 
Bulkheads 

Haskelite  Mfg.   Corp. 
Bankers,  Coal 

American  Bridge  Co. 
Buses 
Cummings  Car  &  Coach  Co. 
General  Electric  Co. 
Graham  BVos. 
Studebaker  Corp.  of 
America 
Bns  Lighting 

National  Ry.  Appliance  Co. 
BushlniCB.    Case    Hardened 
and   Manganese 
Bemis  Car  Truck  Co. 
Brill   Co.,   The  J,   G. 
Cincinnati  Car  Co. 
Columbia     Machine    Worka 
St.  Louis  Car  Co. 

Cables     (See    Wires    and . 
Cables) 

Cambric    Tapes.   Tellow   and 
Blark    Tarnish 

General  Electric  Co. 
Irvington    Varnish    A    Ins. 
Co. 

Carbon   Brnshes    (Bee 

Brnahes,    Carbon) 
Car   Lighting   Fixtures 

Elec    Service  Supplies  Ck>. 

Car   Panel   Safety   Swltebes 

Consolidated    Car    Heating 

Co, 
Westinghouse  H.  A  IT.  O). 

Car  Steps,  Safety 
Cincinnati  Car  Co. 

Car  WheelB.  Rolled  Steel 

Bethlehem  Steel  Co. 

Cars,   Damp 
Brill    Co..   The  J.   O. 
DiSerential    Steel    Car    Co. 
St.  Louis  Car  Co. 

Cars,  Oas-Blectrle 

Brill  Co,,  The  J.  O, 
General  Electric  Co, 
Westinghouse  E,  A  M.  C!o. 

Cars,  Gas.  Rail 
Brill  Co,.  The  J.  G. 
St.  Louis  Car  Co. 

Cars,    Passenger,    Freight, 
Ripress,  etc. 
American  Car  Co. 
Brill   Co.,   The  J.    Q. 
Cincinnati    Car    (3o. 
Cummings  C!ar  A  Coach  Co. 
Kuhlman  Car  Co.,  G.  C. 
St.  Louis  Car  Co. 
Wason   Mfg.  Co. 
Cars,  Second  Hand 

Electric   Equipment  Co. 
Cars,    Self-Propelled 

Brill   Co..  The  J.  G. 
Castings,   Brasri    Composition 
or  Copper 
Cincinnati  Car  (Jo, 
Columbia  Machine  Works  A 

M.  L  Ck). 
Castings.    Gray    Iron    and 
Steel 
American  Brake  Shoe  A 
Fdry, 


American  Bridge  Co. 

American  Steel  Foundrlea 

Bemis  Car  Truck  Co. 

Columbia  Machine  Works  A 
M.  I.  Co. 

St.  Louis  Car  Co. 

Standard  Steel  Works 
Castings.    Malleable   A    Brass 

American     Brake     Shoe     & 
Foundry  Co. 

Bemis    Car   Truck    Co. 

Columbia  Macliine  Works  A 
M.  I.  Co. 

St.  Louis  Car  Co. 
Catchers    and    Retrievers, 
Trolley 

Elec,    Service    Supplies    Co. 

Ohio  Brass  Co, 

Wood  Co,,   Chas    N, 
Catenary    Construction 

Archbold-Brady   (3o, 
Ceiling     Car 

Haskelite   Mfg.    Corp. 
Ceilings  Plywood  Panels 

Haskelite  Mfg.   Corp. 
Chairs,  Parlor  Car 

Heywood  Wakefield  Co. 
Change  Carriers 

Cleveland    Fare    Box    (3o. 
Electric  Service  Supplies  Co. 
Change  Trays 

Cincinnati  Car  Co. 

Circuit-Breakers 

General   Electric  Co. 

Westinghouse  E.  A  M,  Co, 
Clamps    and    Connectors    for 
Wires    and    Cables 

Columbia  Machine  Works 

Elec.    Ry.    Equipment    0>. 

Elec     Service    Supplies    Co. 

Hubbard  A  Ca. 

Ohio  Brass  Co, 

Westinghouse  B.  A  H.  Co. 
Cleaners 

Oakite   Products   Co. 
Cleaners  and  Scrapers  Track 
(See      also      Snow-Plows, 
Sweepers  and  Brooms) 

Brill   Co,,  The  J.  G. 

Cincinnati    Car    Co. 

St.  Louis  Car  Co. 

Ooll  Banding  and  Winding 
Machines 
Columbia  Machine  Works  A 
M.  I.  Co. 

Elec.    Service    Supplies    Co. 

Westinghouse  E.   A  M.  (3o, 
Colls,  Armature  and  Field 

Columbia  Machine  Works  A 
H.  I.  Co. 

General   Electric  Co. 

Westinghouse  E,  A  M.  Co. 
Coils.    Choke  and    Kicking 

Elec.  Service  Supplies  Co. 

General  Electric  (jo, 

Westinghouse  E.  A  M.  Co. 
Coin    Changers 

Illinois    Motive   Eqnip.   Co. 

Johnson  Fare  Box  Co. 
Coin   Counting   Machines 

Cleveland    Fare    Box    C}o. 

International   Register   (^. 

Johnson  Fare  Box  Co. 
Ooin     Sorting     Machines 

Cleveland    Fare   Box    C^. 

Johnson  Fare  Box  Co. 
Coin  Wrappers 

Cleveland    Fare   Box    C3o. 
Commutator   Slotters 

Colum)>ta   Machine    Works 

Elec.    Service    Supplies    C3o. 

Westinghouse  E.  A  M.  Co. 

Wood  Co.,  Chas,  N. 
Commntators  or  Farts 

Columbia  Machine  Works  A 
M.  I.  Co. 

(Seneral    Electric  Co, 

Westinghouse  E.  A  M.  Co. 
Compressors.    Air 

General  Electric  Co. 

Westinghouse  Tr.   Br.   Co. 
Condensers 

General   Electric  Co. 

Westinghouse  E.  A  M.  Co. 
Condensor   Papers 

Irvington    Varnish   A   Ins. 
Co. 
Connectors.    Solderlcss 

Westinghouse  E.  A  M.  Co. 
Connectors,  Trailer  CTar 

Columbia   Machine    Works 

Consolidated  Car   Heating 
Co. 

Elec.   Service  Supplies  Co. 

Ohio   Brass  Co. 
C^ontroIIers    or    Parts 

Columbia  Machine  Works  A 
M.  I.  Co. 

General   Electric  Co. 

Westinghouse  E.  A  M   Co. 


Controller     Regulators 

Elec,  Service  Supplies  Co. 
Controlling    Systems 

General    Electric   Co.  ■ 

Westinghouse  E.  A  M.  Co. 
Converters,   Rotary 

(Jeneral    Electric   Co. 

Westinghouse  E.  A  M.  CJo. 
Conveying  A  Hoisting 
Machinery 

American  Bridge  Co. 

Copper    Wire 

American    Braas   Co 

American  Steel  A  Wire  Co. 

Anaconda    Copper    Mining 
Co. 
Copper      Wire      Instruments, 
Measuring,      Testing      and 
Recording 

American    Brass    Co. 

Anaconda  Copper  Mining  Co. 
Cord,    BeU,    Trolley,    Beclster 

American  Steel  A  Wire  Co. 

Brill  Co..  The  J.  G. 

Elec.   Service  Supplies  Co. 

International  Register  Co. 

Koebling's  Sons  (3o.,  John  A. 

St,  Louis  Car  Co 

Samson  Cordage  Works 

Cord   Connectors  and 
Couplers 

Elec,  Service  Supplies  Co. 
Samson  Cordage  Works 
Wood  Co,.  Chas.   N. 

Couplers,  Car 

American  Steel  Foundries 
Brill  Co..  The  J.  G. 
CHncjnnali  Car  Co 
St.  Louis  Car  (^. 
Ohio  Braas  Co. 
Westinghouse  Traction 
Brake  Co. 

Cowl    Ventilators 
Nlchole-Llntem  Co. 

Cranes.  Hoists  A  Lifts 

Electric  Service  SappUea  (To. 

Cross  Arms   (See  Braekeis) 
Crossing  Foundations 

International  Steel  Tls  (^. 
Crossings 
Ramapo  AJax  Corp. 
Wm.  Wharton.  Jr.  A  Co. 

Oossings.  Frogs  A  SwItdMS 
Ramapo  A]ax  Corp. 
Wm.  Wharton.  Jr.  A  CJo. 

Crossings,  Manganese 
Bethlehem  Steel  Co. 
Ramapo  Ajax  C!orp. 
Wm.  Wharton.  Jr.  A  Co. 

Oossings.   Track    (See  Track 
Special  Work) 

Crossings,  Trolley 

(Jeneral  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse   E.  A  M.  Co. 

(diverts 

Central   Alloy   Steel   Corp. 

Curtains  A  Curtain  Fixtures 

BrUl  Co..  The  J.  G 
St.  Louis  Car  Co. 

Cnttlng  Apparatus 

Electric  Railway  Improve- 
ment 

General  Electric  Co. 

Ohio  Brass  Co. 

Railway  Trackwork  Co. 

Una  Welding  A  Bonding  Co, 

Westinghouse  Electrical  A 
Mfg.  Co. 

Dealer's  Machinery  A  Second 
Hand    Eflnlpment 
Electric  Equipment   Co. 

Deraiiinfr    Devlews     (See    also 

Track    Work) 
Derailing  Switches 
Ramapo  Ajax  Coi*p. 

Destination  Signs 
Columbia  MacUna  Works  A 
M.  I.  Co. 

Elec.  Service  Supplies  Co. 
Detective  Service 

Wish-Service,   P,  Edward 
Door  Operating  Derlees 

Brill   Co..  The  J.  G. 

Cincinnati  Car  C?o. 

Consolidated  Car  Heating  Co. 

National  Pneumatic  Co. 
Doors  A  Door  Fixtures 

BHII   Co     The  J    G. 

Cincinnati  Car  Co. 

Hale-Kllbum   Co. 

St.  Louis  Car  (^. 


Duufb,   Folding   Vestlbulv 

National  I'ueumatlu  Cu. 
Drills.    Track 

American  Steel  A  Wire  Oi. 

Electric  Service  Supplies  Co. 

Ohio  Brass  Co. 
Dryers,  Sand 

Electric  Service  Supplies  Co. 

Ohio  Brass  Co. 

Westinghouse  E.  A  M.  Co. 
Bars 

Columbia   Macliine   Works 
A  H.  I.  Co. 

Electric  Service  Supplies  Co. 

General  Electric  Co. 

Ohio  Brass  Co. 

Westinghouse  E.  A  M.  Co. 
Electric  Grinders 

Railway  Trackwork  Co. 

Electric  Rivet  Heaters 

American  Car  A  Fdry.  Co. 

Electric  Transmission  Towers 

American  Bridge  Co. 

Electrical   Wires  and  (Tables 

Amer.  Electrical  Works. 
American  Steel  A  Wire  (To. 
John  A.  Roebling's  Sons  Co. 

Electrodes,  Carbon 
Railway  Trackwork  (To. 
Una  Welding  A  Bonding  Co. 

Electrodes,  Steel 

Railway  Trackwork  Co. 

Una  Welding  A  Bondinc  Co. 
Enamel 

Du    Pont    de    Nemours    A 
Co.,   E.  1. 

Engtneers.    Oonsultin(.    Cvn- 
tractlng   and    Operatinc 

Beeler.  John   A. 

ByUesby  Co..  H.  M. 

Day    A    Zimmermann.    Inc. 

Fafie  A  Co..  E.  H. 

Ford.  Bacon  A  Davis 

Hemphill  A  Wells 

Hoist.  Engelhardt  W. 

Jackson.    Walter 

Kelker  A  DeLenw 

Linn  A  Marshall  Oo. 

McCIellan  A  Junkersteld 

Richey.  Albert  S. 

Sanderson  A  Porter 

Stevens  A  Wood 

Stone  A  Webster  Co. 

White  Eng.  Corp..  The  J.  « 
btlnes,   Oas.   OU  or   Steam 

Westinghonse  E.   A  H.  CTo 
Exterior   Side  Panels 

Haskelite   Mfg.    Corp. 
iFare  Boxes 

Cleveland  Fare  Box  0>. 

Illinois  Motive   Equip.  Co. 

Johnson  Fare  Box  Co. 

Percy  Mfg.  Co. 
Fare  Registers 

Electric  Service  Supplies  Co 

Johnson  Fare  Box  (To. 
Fences,  Woven  Wire  A  Fenee 
Posts 

American  Steel  A  Wire  Co 
Fenders  and  Wheel  Guards 

Brill  Co  .   The  J.  G. 

(Tindnnati  Car  (To. 

Consolidated  Car  Fender  (To 

St,   Louis  Car  Co. 

Star  Braes  Works 

Wood  Co,.  Chas.  N. 
Fibre  and  Fibre  Tubing 

Westingbouae  E,  A  M.  Co 
Field  Colls  (See  Colls) 
Floodlights 

Electric  Service  Supplies  (To 

(Jeneral  Electric  Co. 
Floor,   Sob 

Haskelite  Mfg.   Corp. 
Floors 

Haskelite  Mfg.  (Torp. 
Forglngs 

Brill  Co,.  The  J,  G. 

Cincinnati  Car  (To, 

Standard  Steel  Works 
Frogs  A  Ooaslngs,  Tee  BaO 

Bethlehem  Steel  Co. 

Ramapo  Ajax  Corp, 

Wm.  Wharton,  Jr.  A  (To. 
Frogs.     Track      (See     Traek 

Work) 
Frogs.    Trolley 

Electric  Service  Supplies  (To 

(3eneral  Electric  Co. 

Ohio  Brass  Co. 

Westinghouse  E,  A  M.  Co. 
Furnaces,  Electric  steel 
Melting 

American  Bridge  Co. 

Fnses   and   Fnsf  Boxes 

Columbia  Machine  Works  A 

M.  I.  Co. 
Consolidated  Car  Heating  Co 
(Jeneral  Electric  Co. 
Westinghouse  E    *  M     On 
Gas  Electric  Drive  for  Buses 
General  Electric  (To. 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


41 


American  Bridge  Company 

Empire  Building— 71  Broadway         New  York,  N.  Y. 

Manufacturers  of  Steel  Structures  of  all  classes 
particularly  BRIDGES  AND  BUILDINGS 

ALSO   STEEL  BARGES  FOR  HARBORS   AND   RIVERS,  STEEL  TOWERS 
FOR  ELECTRIC  TRANSMISSION,  HEROULT  ELECTRIC  FURNACES,  ETC. 


NEW  YORK,  N.Y. 
Philadelphia.  Pa. 
Boston,  MaAs. 
Baltimore,  Md. 


PITTSBURGH,  PA. 
Cincinnati,  Ohio 
Cleveland,  Ohio 
Detroit,  Mich. 


SALES    OFFICES: 

CHICAGO,  ILL. 

St.  Louis,  Mo.  Duluth,  Minn. 


Pacific  Coa«t  Representative: 

U.S.  Steel  Products  Co., 

Pacific  Coast  Dcpt. 

San  Fr3ncisc6,  Cal.  Portland,  Ore. 

Los  Angeles,  Cal.  Seattle,  Wash. 

Export  Representative:    LTnited  States  Steel  Products  Co.,  30  Church  Street,  New  York. 


Denver,  Colo.  Minneapolis,  Minn. 

Salt  Lake  Ciiv.  Utah 


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Lorain  Special  Trackwork 
Girder  Rails 

Electrically  Welded  Joints 
THE  LORAIN  STEEL  COMPANY 

Johnstown,  Pa. 
5a/«  Office*: 


N«w  York     i 
Dallas  I 


Atlanta  Chicago  Cleveland 

Philadelphia  Pittsburch 

Pacific  Coaat  Representative:  I 

United  States  Steel  Products  Conipan|r  | 

Los  Angeles                  Portland                  San  Francisco                  Seattle  | 

Export  Repreaenttttive;  I 

I             United  States  Steel  Products  Company,  New  York,  N.  Y.  | 

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SPECIAL  TRACKWORK 

of  the  famous 

TISCO  MANGANESE  STEEL 


WM.  WHARTON  JR.  &  CO.,  INQ 

EASTON,  PA. 

Sales  Omees: 

Boston     Chicago     El  Paso     Montreal     New  York     Philadelphia 

Pittsburgh       San  Francisco       Scranton 


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iimiiiiiiiMiiimiitnimiuiiiiiiiimimiimiiiiiifiiiiiiiiiiiiiniiiiiiiiriiiiiiiitiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiniiiiiiiniimiiiiiiiiniii^     uiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiniiniiiiiiiiiiniiiiiiiiiniiiiiiiittiiiiiiiniiiiiiiiitiiiiiiitiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiniii 


Kalamazoo  Trolley  Wheels 


£      =     B.  A.  HEQEMaN,  Jr.,  Preildtnt        H.  A.  HEQEMAN.  First  Tlc«-Pru.  and  Trail 


r.  T.  SABQENT.  Becrettrr 


W.  C.  PETERS,  Tlc«-Pres.  Bales  and  EnilllMrlnf 


The  value  of  Kalamazoo  Trolley 

Wheels    and    Harps    has    heen 

demonstrated  by  large  and  small 

electric    railway    systems    for    a 

period    of   thirty   years.     Being 

exclusive     manufacturers,     with 

no  other  lines  to  maintain,  it  is 

through  the  high  quality  of  our 

product  that  we  merit  the  large 

patronage  we  now  enjoy.    With 

the   assurance   that  you   pay   no 

premium    for    quality    we    will  | 

appreciate  your   inquiries.  | 

THE  STAR  BRASS  WORKS  I 

I  KALAMAZOO,  MICH.,  U.  S.  A.  I 

^iiiiiiiinniiiiiiiiiiiiniinMiiniiniiiiiiinMinMiiiiiitriiitiiitiiiitiiirMiniiiniiiiiiiirMiiiiiiniiiniiiiiiiiriiiiiiiiniiiiiiimiimiiiiiiimiiiB 
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AMELECTRIC  PRODUCTS       | 
BARE  COPPER  WIRE  AND  CABLE  I 


National  Railway  Appliance  Co. 

Graybar   Building,    420    Lfexington    Ave..    New    York 

BRANCH   OFFICES 

Munsey  Bids..  Washington,  D.  C.  100  Boylston  St..  Boston.  Mass. 

Begeman-Castle  Corporation,  Railway  Exchange  Building,  Chicago.  III. 


RAILWAY  SUPPLIES 


Tool   Steel    Gears   and  Pinions 
Anglo-American     Varnish     Co.. 

Varnishes,  Enamels,  etc. 
National   Hand  Holds 
Genesco  Paint  Oils 
Dunham    Hopper    Door   Device 
Garland   Ventilators 
Walter  Tractor  Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.   Pitt  Spring  &  Mfg.  Co.. 

Springs 


Flaxlinum  Insulation 

Economy  Electric  Devices  Co. 

Power  Saving  and  Inspection 

Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers. 
Gong  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry  Automotive  Brake 
Testing  Machine 


TROLLEY  WIRE 


WEATHERPROOF  WIRE 
AND  CABLE 


Beg.  D.  S.  Pat.  Offlca 


PAPER  INSULATED 
UNDERGROUND  CABLE 

MAGNET  WIRE 


AMERICAN  ELECTRICAL  WORKS 
PHILLIPSDALE,  R.  1. 


ChlcsBo.    20-32    West   Randoloti    Street. 
Cincinnati.   Traction  Bldg. :   New  Torb.    100   E.    42nd   St. 


SiiiiiiiiiiiiiiiiiiiMiiiiiiiiiuniiiniiimiiiiiiiiitiiiiiiiiiiiiiiMiimiiiiiiiiiiiiiniiniiiiiiiiiiiiiiiMnMiiiiMiniiiiiiiniiiiiimiumimiimiiii 
diiijnjiiiiiiiiiiiiiiniiiniiiiiirinniiiiiiiuiiiiHiiimiiiiiiiHiiimiiniiiitiiiiiiiiiiiiiiiiiiuiimiiiiiiiiiiiiiiiimiiiiiiiuiiimiiiiiiiiin 

I  Bethlehem  Products  for 
Electric  Railways 

I  Tee   and   Girder    Rails;    Machine   Fitted   Joiott; 

I  Splice    Bars;    Hard    Center   Frogs;    Hard    Center 

I  Mates;  Rolled  Alloy  Steel  Crossings;  Abbott  and 

I  Center  Rib  Base  Plates;  Rolled  Steel  Wheels  and 

I  Forged  Axles;  Tie  Rods;  Bolts;  Tie  Plates  and 

I  Pole  Line  Material. 

s 

I  Catalog  Sent  oa>  Request 

I       BETHLEHEM    STEEL    COMPA^nr,    Bethlehem,    Pa. 


= 


BETHLEHEM 


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42 


ELECTRIC  RAILWAY  JOURNAL 


November  26,  1927 


Uasfceto  ^    „     r. 

Weatiuffhoube  Tr.  Br.  Co. 

Oa#  Producers 

WeBtlnshouse  E    *  M.  Co 

Gates.  Car 

brill  Co,.  The  J.  G. 
Cincinnati  Car  Co. 
St.  LoulB  Car  Co. 

Gear  Blanks 

UrlU  Cn..  The  i.  O. 
Standard  Steel  Works 

Gear   Cases 
Chilllngworth  M'K-  Co. 
Columbia  Machine  Works  « 
M.  1.  Co. 

Electric  Service  Supplies  Co 
WeBtinghouse  E.  &  M.  Co. 

Gears  and  Pinions 

Bemis  Car  Truck  Co 

Columbia  Machine  Works  « 
M.  1.  Co.  .,     ^ 

Electric  Service  Supplies  Co 

General  Electric  Co. 

Mat  1  By,  Appliance  Co. 

K.  D.  Nuttall  Co. 

Tool    Steel    Gear    &   Knlon 
Co. 
Generators 

deiieral  Electric  Co. 

Leece  Neville  Co. 

WestlnEhouse  E.  A  M.  Co. 
Girder  Bails 

Bethlehem  Steel  Co. 

l^o'ain  Steel  Co. 
Goncs  (See  Bells  and  Gon«s) 
Greases   (See  LabricanU) 
Grinders.  Portable 

Railway  Trackwork  Co. 
Grinders.  Portable  Eleetrle 

Railway  Trackwork  Co. 
Grindlnc  Bricks  and  Wheals 

Railway  Trackwork  Co. 

Gaard  Ball  Clamiw 

Ramapo    AJai    Corp. 
Goard   Bails,  Tee   Ball   * 
ManKanese 
Ramapo    Ajax   Corp. 
Wm.  Wharton.  Jr.  A  Co. 

Guards,   Trolley 

Elec.  Service  Supplies  Co. 

Ohio    Brass    Co. 
Harps,   TroUey 

Columbia  Machine  works 

Elec.  Service  Supplies  Co. 

R.  D.  Nuttall  Co. 

Star  Brass  Works 
HeadllKhts  „        „       „ 

Elec.   Service  Supplies  Co. 

General    Electric    Co. 

Ohio   Brass  Co. 

St.  Louis  Car  Co. 
Heailllnlng  ™     ^     ^ 

Columbia  Machine  Works  * 
M.  I.  Co. 

Haskelile  Mfg.   Corp. 

Heaters,  Bns 
NicholB-Lintem  Co. 

Beaters,    Car    (Electric) 

Consolidated  (3ar  Heating  Co. 

Gold   Car    Heat.   A   Ltg.   Co. 

Railway  Utility  Co. 

Smith   Heater  Co..   Peter 
Heaters.  Car,  Hot  Air  and 
Water 

Smith  Heater  C^..  Peter 
Heaters,  Car   Stove 

Smith   Heater  Co..  Peter 
Heaters.    Electric    Rivet 

American  Car  &  Fdry.  Co. 
Helmets,  WeldlnK 

Railway  Trackwork  Co. 

Dna  Welding  A  Bonding  Oo. 

Hoists  a  Ufta  _    ,      . 

Columbia  Machine  Works  A 
M.  I.  Co. 
Rose,    Bridges 
Ohio   Brass  Co. 
Hose,  Pnenmatio 
Westinghouse    Traction 
Brake  Co. 
Ignition  Units 

Leece  Neville  Co. 
Instruments.     Measnrlng, 
Testing   and    Recording 
American  Steel  A  Wire  Co. 
(general    Electric    Co. 
National  Ry.  Applianc*  Co. 
WeBtinghouse  E.  A  M.  (3o. 
Insulating    Cloth,    Paper    and 
Tape 
General  Electric  Co. 
Irvington  Varnish  A  Ins. 

Co. 
Okonite  Co. 

Okonlte-Callender  Cable  (}o. 
Westinghouse  E.  A  M.  Co. 
InsBlatlng   Silk 
Irvington  Varnish  A  Ins. 
Co. 
t**«alBtlng  Varnishes 
E.  I.  Du  Pont  de  Nemours 

Co. 
Irvington  Varnish  A  Ins. 
Co. 


Insolation    (See  also   Paints) 

Electric  Ry.  Equipment  Co. 
Elec.   Service   Supplies   Co. 
Irvington  Varnish  A  ins. 
Co. 
Okonite  Co. 

Okooite-Callender  Cable  Co. 
Westinghouse  E.  A  M.  (To. 

Insulation  Blots 
Irvington  Varnish  A  Ins. 
Co. 

Insulator  Pins 

Elec.  Service   Supplies  Co. 
Hubbard    A    Co. 
Ohio  BraBS  Co, 

(nsulators   (See  also  Line 
Materials) 

Elec.   Ry.  Equipment  Co. 

Elec.   Service  Supplies  Co. 

ijeneral    Electric   Co. 

Irvington   Varnish   A  Ins. 
Co. 

Ohio  Brass  Co. 

Westinghouse  B.  A  IC.  Oo. 
Interior   Side    Linings 

Haskelite   Mfg.    Corp. 

lacks   (See  also  Cranes, 

Hoists   and   Lifts) 

Columbia  Machine  Works  A 
M.  I.  Co. 

Elec.  Service  Supplies  (3o. 
iolnts.    Ball 

(See  Ball  Joints) 
Jonrnal  Boxes 

riemis  Car  Truck  (3o. 

Brill  Co..  The  J.  O. 

Cincinnati  Car  Co. 

St.  Louis  Car  Co. 
Lacqoer 

Du    Pont   de    Nemours    & 
Co..  E.  I. 
Lamp  Guards  and  Flztnres 

Elec.   ^rvice   Supplies   Qo. 

Westinghouse  E.  A  M.  Co. 
Lamps,    Arc    A    Incandebceut 
(See  lino  Headlights) 

General  Electric  Co. 

WeBtlnghous»  E.  A  M.  Co. 
Lamps,  Signal  and  Marker 

Elec.  Service   Supplies  Co. 

Nlchols-Llntem  Co. 
Lanterns,   Classifleatlon 

Nlchols-Llntem  Co. 
Leather 

Eagle  Ottawa  Leather 
Corp. 
Letter    Boards 

(^ncinnati  Car  Co. 

Haskelite   Mfg.    Corp. 
Lighting  Fixtures,  Interior 

Electric  Service  SuppUee 
Co. 

Llghiing   Systems 

Leece  Neville  Co. 
Lightning   Protection 

Elec.  Service   Supplies  <3o. 

General    Electric   Co. 

Westinghouse  E.  A  M.  Ck>. 
Line  Material   (See  also 
Brackets,   Insulators, 
Wires,   etc.) 

Archbold-Brady  Co. 

Electric  Ey.  Equipment  C!o. 

Elec.   Service  Supplies  Co. 

General  Electric  (?o. 

Hubbard   A  Co. 

Ohio   Brass   Co. 

Westinghouse  E.  A  M.  (^. 
Locking  Spring  Boxes 

Wm.  Wharton.  Jr.  A  Co. 

Locomotives.    Eleetrle 

(^dnnati  Car  Co. 

Cummings  Car  A  Coach  Co. 

General  Electric  Co. 

St.  Louis  Car  Co. 

Westinshouse  E.  A  M.  Co. 
Lubricating   Engineers 

Universal  Lubricating  Co. 
Lnbrlcants,  Oil  and  Grease 

Universal    Lubricating   (3o. 

Manganese  Parts 

Bemis  Car  Truck  Co. 
Manganese  Steel  Goard  Balls 

Ramapo   Ajax  (3orp. 

Wm.  Wharton  Jr.  A  Co. 
Manganese     Steel,     Special 
Track  Work 

Bethlehem    Steel   (3o. 

Wm.  Wharton.  Jr.  A  Co. 
Manganese  Steel  Switches, 
Frogii   and   Oosslngs 

Bethlehem   Steel  Co. 

Ramapo    Ajax  Corp. 

Wm.  Wharton,  Jr.  A  Co. 
Meters  (See  Instruments) 
Mirrors,  Inside  A  Outside 

Cincinnati   Car   Co. 
Motor  Buses    (See  Bases) 
Motors,  Electric 

General    Electric   Co. 

Westinghouse  E.  A  M.  Co 
Motor,  Generators  A  Controls 
for  Electric  Buses 

General  Electric  Co. 
Motormun's    Seats 

Brill   CIo..   The   J.   G. 

ancinnati  Cor  Ck). 


Elec.  Service  Supplies  Co. 
Heywood  Wakefield  Co. 
3L.   Liouis  Car  Co. 
Wuod   Co..    Chas.    N. 
Nuts  and  Bolts 
Bemis   Car   Truck    Co. 
Cincinnati  Car  Co. 
Hubbard  A  Co. 
Oils    (See   Lubricants) 
Omnibuses    (See   Buses) 
Oxy-Acetylene    (See  Cutting 

Apparatus) 
Packing 
Westinghouse  Traction 
Brake   Co. 
Paints    and     Varnishes 
(Insulating) 
Elec.    Service    Supplies   Co. 
Irvington    Varnish   A  Ins. 
Co. 
Paints  A  Varnishes,  Preserv- 
ative 
E.  I.  Du  Pont  de  Nemours 

Co. 
Paints  A  Varnishes.  Railway 
E.  1.  Du  Pont  de  Nemours 

Co. 
National  Ry.  Appl<ance  Co. 
Panels,  Outside,  Inside 
Haskelite  Mfg.   Corp. 
Paving  .Material 
American   Brake  Shoe   A 
Fdry. 

Pickup,   Trolley   Wire 

Elec,    Service    Supplies    Co. 
Ohio    Brass   Co. 
Pinion    Pullers 
Elec.   Service  Supplies  Co. 
Wood    Co..    Chas.    ^. 

Pinions    (See   Gears) 
Pins,   Case   Hardened,    Wood 
and    iron 

Ohio  Brass  Co. 
Westinghouse  Traction 
Brake  Co. 

Pipe  Fittings 

Standard   Steel   Works 
Westinghouse  Tr.  Brake  Co. 
Planers   (See  Machine  Tools) 
Plates  for  Tee  Ball  Switches 

Ramapo   Ajax  Corp. 
Pliers,  Robber  Insulated 

Elec.  Service  Supplies  Co. 

Plywood   Roofs,   Headlinlngs, 

Floors,    Interior    Panels. 

Bulkheads.   Truss    Planks 

Haskelite    Mfg.    Corp. 

Pole  line   Hardvrare 
Bethlehem    Steel    Co. 

Elec.    Service  Supplies  (3o. 
General  Electric  Co. 

Ohio    Brass   Co. 
Pole    E^lnforcing 

Hubbard  A  (k). 
I'nies.    Metal  Street 
Bates  Expanded  Steel 
Truss  Co. 

Elec.   Ry.   Equipment  Co. 

Hubbard    A   Co. 
Poles.    Ties.   Posts,   Piling   A 
Lumber 

Vaufflp   Pole  A  Tie  Co. 

J.   F.   Prettyman  A  Son 
Poles  and  Ties,  Treated 

J.  F.   Prettyman  A  Son 
I'olrs,  Trolley 

Kl^^-    Sf>r^■icp   Supplies  C!o. 

R.  D.  Nuttall  Co. 
I'oles,   Tubular  Steel 

Flee.   Ry.   Equipment  (3o. 

Elec.  Service  Supplies  Co. 
Portable   Grinders 

Railway  Trackwork  0>. 
Potheads 

Okonite    Co. 

Okonite-Callender  Cable  Co.. 

Inc. 
Power    Houses 

American  Bridge  Co. 
Power    Saving    Devices 

National  Ry.  Appliance  Co. 
Pressings,  Special  Steel 

Cincinnati  Car  Co. 
Pressure  Regulators 

General    Electric    Co. 

Westinghouse  E.  A  M.  Co. 

Westinghouse    Traction 
Brake  Co. 
Punches,  Ticket 

International   Register   Co. 

Wood    Co..    Chas.    N. 
Pyroi.vlin  Finishes 

Du    Pont    de    Nemours    & 
Co..  E.  I. 
Rail    Braces    and    Fastenings 

Ramapo   Aiai  Corp. 
Bail  Grinders   (See  Grinders) 
Ball   Joints 

Carnegie   Steel   Co. 

Illinois  Steel  Co. 

Rail  Joint   Co. 
Bali  JoinU.   Welded 

Lorain  Steel  Co. 
Rail   Welding 

Railway  Trackwork   Co. 

Una  Welding  A  Bonding  Co. 


Kails.  Steel 

Carnegie   Steel  Co. 

Illinois  Steel  Co. 
Railway   Safety   Switches 

Consolidated  Car  Heating 
Co. 

Westinghouse  E.   A  M.   Co. 
Rattan 

Brill  Co..  The  J.  G. 

Cummings  Car  A  Coach  Co. 

Elec.    Service    Supplies   Cu. 

Hale-Kllbum  Co. 

Heywood  Wakefield  Co. 

St.  Louis  Car  Co. 
Registers   and    Fittings 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 

Elec.   Service    Supplies   Co. 

International    Register    Co. 

St.  Louis  Car  Co. 
Reinforcement,   Concrete 

American  Steel  A  Wire  Co. 

Bethlehem   Steel   Co. 

Carnegie  Steel  Co. 

Repair  Shop  Appliances   (See 
also    Coil    Banding   and 
Winding   .Machines) 

Elec.   Service   Supplies  Co. 

Repair    Work    (See   also 
Coils) 

Westinghouse  E.  A  M.  Co. 
Keplacers,   Car 

Cincinnati  Car  Co. 

Elec.  Service  Supplies  Co. 
Resistances 

CouBolidated  Car  Heating 
Co. 

General  Electric  Co. 
Resistance,  Wire  and  Tube 

Westinghouse  E.  A  M.  Co. 
Retrievers,   Trolley    (See 
Catchers  and  Betrlevers 
Trolley) 
Rheostats 

(reneral   Electric  Co. 

Westinghouse  E.  A  M.  Co. 
Rivet  Heaters,  Electric 

American  Car  A  Fdry.  Co. 
Roofing.    Car 

Haskelite  Mfg^   Corp. 
Roofs.   Car   and   Bus 

Haskelite  Mfg.   Corp. 
Sanders.    Track 

Brill   Co..   The   J.   G. 

Elec.   Service   Supplies  Co. 

Nichols-Llntern  Co. 

Ohio    Brass   Co. 

St.  Louis  Car  (^. 
Sash    Fixtures,   Car 

Brill  Co..  The  J.  G. 

Cincinnati  Car  (^. 

St.  Louis  Car  Co. 
Sash.   Metal   Car  Window 

Hale-Kilburn    (^. 
Scrapers,    Track    (See    Clean- 
ers   and    Scrapers,    Track) 
Screw  Drivers,  Bnbber 
Insulated 

Elec.   Service  Supplies  Co. 
Seating  Materials 

Brill    Co..    The   J.    Q. 

Haskelite  Mfg.  Corp. 

Heywood  Wakefield  Co. 

St.  Louis  Car  Co. 
Seats.   Bus 

Brill   Co..   The   J.   G. 

Hale-Kilburn     Ci.. 

Heywood  Wakefield  Co. 

St.  Louis  Car  Co. 
Seats.  Car    (See  also  Rattan) 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 

Hale-Kilburn    Co. 

Heywood  Wakefield  Co. 

St.  Louis  Car  Co. 

Second    Hand    Equipment 

Electric  Equipment   Co. 
Shades.    Vrstlhnle 

Brill    Co..    The    J.    G. 

Cincinnati  Car  &>. 
Shovels 

Brill  Co..  The  J.  G. 

Hubbard    A   Co. 
Shovels.    Power 

Brill   Co..   The   J.   G. 
Side    Bearings    (See    Bearing- 
Center    and    Side) 
Signals,    Car    Starting 

Consolidated    Car    Heating 
Co, 

Elec.  Service  Supplies  (3o. 

National  Pneumatic  Co. 

Signals.   Indicating 
Nichols-Llntern  Co. 

Signal    Systems.    Block 

Elec.    Service    Supplies   Co. 
Nachod   and   United   States 

Electric    Siernal    Co. 
Wood    Co..   Chas.   N. 
Signal  Systems,  Highway 

Oossing 
Nachod   and   United   States. 

Electric   Siimal   Co. 
Wood   Co..   Chas.   N. 
Slack    Adjusters    (See    Briikr 

.Adjusters) 


Sleet   Wheels   and    Cutters 
Cincinnati  Car  Co. 
Columbia  Machine  Works  A 

M.  I.  Co. 
Elec.  Ry.  Equipment  Ck>. 
Elec.   Service   Supplies  Co. 
R.  D.  Nuttall  Co. 

Smokestacks,    Car 
Nichols-Lintern    C^. 

Snow    Plows 
National  Ry.  Appliance  Co. 

Snow-Plows,  Sweepers  anil 
Brooms 

Brill   Co.,   The   J.   G. 
Columbia  Machine  Works  A 

M.  1.  Co. 
Consolidated  Car  Pender  To. 
Cummings  Car  &  Coach  Co. 
St.  Louis  Car  Co. 

Snow  Sweeper,  Rattan 

J.  G.  Brill  Co. 
Heywood  Wakefield  Co. 

Soldering    and    Brazing 
Apparatus   (See  Welding 
Processes   and    Apparaliii.) 

Special    Adhesive    Papers 
Irvington  Varnish  A  ins. 
Co. 

Special    Trackwork 

Bethlehem  Steel  Co. 

Lorain    Steel    Co. 

Wm.   Wharton.  Jr.  A  Co. 
Spikes 

American  Steel  A  Wire  Co. 

Illinois  Steel  Co. 
Splicing  Compounds 

Westinghouse  E.  A  M.  Co. 
Splicing  Sleeves    (See  Clamps 

and    Connectors) 
Springs 

National  Ry.  Appliance  Co. 
Springs.   Car   »nil   Truck 

American  Spiral  Spring  (3o. 

American  Steel  Foundries 

American  Steel  A  Wire  Co. 

Bemis   Car  Truck   (3o. 

Brill   Co..   The  J.  G. 

Cincinnati  Car  Co. 

St.  Louis  Car  Co. 

Standard  Steel  Work* 
Sprinklers,    Track    and    Road 

Brit;  Co..  The  J    G 

Chimmings  Car  A  Coach  Co. 

St.  Louis  Car  Co, 
Steel   and    Steel    ProducU 

American  Steel  A  Wire  0>- 

Camegie   Steel  Co. 

nilnols  Steel  Co. 

Steps,    Car 
Brill    Co..    The    J.    0. 
Cincinnati  Car  (^. 

Stokers.  Mechanical 
Babcock    A    Wilcox   Co. 
Westinghouse  E.  A  M.  Co 

Stop  Signals 

Nlchols-Llntem  Co. 
Storage    Batteries    (See    But- 
teries.  Storage) 
Strain   Insulators 

Elec.    Service    SunpUes    C^. 

Goneral  Electric  Co. 

Ohio    Brass   Co. 

Westinghouse  E.  A  M.  Co. 

Strand  „ 

American  Steel  A  Wire  Co. 
Roebling's   Sons  Co..  J.   A 
Street   Cars    (See   Cars, 
Passenger,  Freight. 
Express) 

Cummings  Car  A  Coach  Co. 
Superheaters 

Bahcock   A  Wilcox   Co. 
Sweepers,    Snow    (See   Snow 
Plows,    Sweepers    and 
Brooms) 
Switches 

(Jeneral  Electric  Co. 
Switch   Stands   and   Flxturea 
Hamapo-Ajax   Corp. 
Switches,  Selector 

Nichols-Lintern  Co. 
•Switches    and    Switchboards 
Consolidated   Car   Heating 

Co. 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  A  M.  <3o. 
•iwltches.   Tee    Bali 

R-mTno-A'^T     Corn. 

Switches,  Track    (See  Track 

Special    Work 
Tampers,    Tie 

Railway   Trackwork   Co. 
Tapes  and   Cloths    (See  Inso 
iHting   Cloth,   Paper   and 
Tape) 
Tee  Rail  Special  Track  Worli 

Ramapo-Ajax  Corp. 
Telephone*  and  Part* 

Elec.    Service   Supplies   Co 
Telephone  A  Telegraph  Wire 
American  Steel  A  Wire  Co 
John   A.  Roeblinrs  Sons  Co. 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


43 


^uiiii iiiiinniiitiimiiiiiiiiiiiiuiiiiiiiiii i iiiiu i iiiiii iiiiiiiuiiiilliiiiiilllilililiniii HUig      iimm miiiii iniiiii i i mm 


Arc  Weld 
Rail  Bonds 

AND  ALL  OTHER  TYPES 

Descriptive  Catalogue  Furnished 


American  Steel  8C  Wire  Company 


"The  Standard  for  Rubber  Insulation" 

INSULATED  WIRES 
and  CABLES 

I        "Okonite"  "Manson"  and  Dundee  "A"  "B"  Tapes 

Send  for  Handbook 

The  Okonite  Company 

The  Okonite-Callender  Cable  Company,  Inc. 

Factories,  Passaic,  N.  J.  Paterson,  N.  J. 

Salet    Offices:     New  York     Chicago     Pittsburgh     St.  hovda     AtlmnU 


New  York 
I  hieaso 


Plttsbui-sb 
Denver 


Boston 

CleToland 

i  U.   S.   Steel  Product!  Co  = 

E      Sao  Francisco  Los  Angeles  Portland  Seattlo      = 

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Birmingham     San  Francisco     Lob  Anrelea     Seattle 

Pettineell- Andrews    Co.,    Boiton,    Man. 
^^^        F.  D.  Lawrence  Electric  Co.,  Cincinnati,  O. 
^n  Norelty  Electric  Co.,   Phlla.,  Pa. 

Con.    Rep.:    Enffineering   Materials   Limited,    Montreal. 
=  Cuban  R«p,:   Victor  Q.    Mendoza   Co.,   Harana. 

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^iiirmiriiiimiiiiinimiiiniimkrrMiiniiNiiiriiitiiiiiiiiiuiiniiMiiiniirniimiiMiimiimiiMiiiMiirriniMiiiiiiiimiimiiMitMiimiirm%      iimiiiiiMiiMiiiMiiiiiiiiiinmiiimnimiiiiMimMimmitiiiiniiiniiiiiiiinmniiiiiMiiimiiiiiiiiimiiiuiiiniim^^^ 


Only  reliable  products  can 

be  continuously 

advertised 


5iittiiiiiiiniiiiiiiiiitiiittiiiiriiitiiiiiiiiiiiiiniii[iiiniiiiiiiiiMii[iiiiiiiiiiiiiriiiiriiiiiiiiiiiiiriiiirMiiriiiiiiiiiiiiiriiiitiintiiifriii[iiiiriiiii>' 

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CON  I 


RodfWire  and  Cable  Products 

ANACONDA  COPPER  MINING  COMPANY 
THE  AMERICAN  BRASS  COMPANY 
General  OHices    -    -    25  Broadway,  New  York 

ANACONDA  TROLLEY  WIRE 


AnacqndA 

from  mine  (o  consumer 


r:^:^  ■ 


3gr^ 


Trade  Mark  Beg.  U.  8.  Pat.  Off.  = 

i     Made  of   extra  quality  stock   firmly   braided  and  emoothly   finished  i 

=  Carefully    inspected    and    ruaranteed    free    from    flaws.  f 

1  Samples    and    information    fladly    sent.  s 

I         SAMSON  CORDAGE  WORKS,  BOSTON,  MASS.         | 

%iiniiiiiiiiiiiiiiiiiiiiiniiiruiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiftiiiiiiiiiiiiiiiiiiiiMiiiiiiiiriiniiiriiiiriiniiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiitiH 


ELRECO  TUBULAR  POLES 


FERCO  JOINT 


COMBINE 


I    Lowest  Cost 

I    Least  Maintenance 


Lightest  Weight 
Greatest  Adaptability 


=  Catalog  complete  with  engTlneeiioK  data  tent  on  requeet. 

I  ELECTRIC  RAILWAY   EQUIPMENT  CO. 

I  CINCINNATI.  OHIO 

I  New  York  aty,  30  Church  Street 

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THE  WORLD'S  STANDARD 


4fc 


mVINGTON 


^^ 


Black 
Varnished  Silk, 


and 
Varnished  Cambric, 


Yellow  I 

Varnished  Paper    | 


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I    Irv-O-SIot   Insulation  Flexible  Varnished  Tubing    | 

Insulating  Varnishes  and  Compounds  I 


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I  Efficient  Bus  Heating  \  \ 

I  with  I  I 

The  N-L  Venti-Duct  Heater 

I  THE  NICHOLS-LINTERN  CO.  |  | 

i  7960  Lorain  Ave.  Cleveland,  Ohio  |  I 

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Irvington  Varnish  8i  Insulator  Co. 

Irvington,  N.  J. 
Sales  Representatives: 

Mitchell-Rand  Mfg.  Co.,  N.  T.  Prehler  Brothers  Inc..  Chicago 

E.  M.  Wolcott.  Rochester  White  Supply  Co.,  St.  Louis 

I.  W.  Levine.  Montreal  Clapp  &  LaMoree.  Los  Angeles 

A.  L.  Gillies.  Toronto  Martin  Woodard.  Seattle 

Consumers'  Rubber  Co.,  Cleveland 


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I  NADira^POLBSl 

WESTERN  £  NORTHEBM  CERA 


NAUGJLE  POLE  ^  TIE  CO, 

59  E,  MADISON  ST.    CHICAGO  ILL. 

S't»)Yorh  ■  Columbus  •  Kansas  Cilv  ■  Spokane  ■  Vancouver  -Boslor 


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I  SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD      I 


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ELECTRICAL  WIRES  and  CABLES 


John A.Roebling's  Sons  Co.,  Trenton. N.J. 


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Gets  Every  Fare  I 

PEREY  TURNSTILES    I 
or  PASSIMETERS        j 

Use  them  In  7«ar  Prepayment  Atmm  maA        i 
Street  Oars  S 

Percy  Manufacturing  Co.,  Inc.     | 

101  Park  Avenne,  Mew  York  Oltj  I 

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44 


ELECTRIC  RAILWAY  JOURNAL 


November  26,  1927 


tfimiiiiiiHiiiiiiiiiiiiiiiiiiiiiimtiiiiiiiiitiiiiniiiiitiiniiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiuiii 


The  DIFFERENTIAL  CAR 


pr— 

if 

-.^li^l 

L 

r^  [..    1  iii  J 

1 

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Standard  on 
60  Railways  for 

Track  Maintenance 
Track  Construction 
Ash  Disposal 
Coal  Hauling 
Concrete  Materials 
Waste  Handling  = 

Excavated  Materials  | 
Hauling  Cross  Ties  | 
Snow  Disposal  i 

Use  These  Laboi'  8aver$      i 


Differential  Crane  Car 

Clark    Concrete   Breaker 

Differential  3-way  Auto  Truck  Body 

Differential  Car  Wheel   Truck  and  Tractor 

THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O, 


Type  R-ll 
Double  Restst*! 


Internationa) 
Registers 

Made  in  single  and  double 
types  to  meet  requirements 
of  service.  For  hand  or  foot, 
mechanical  or  electric  opera- 
tion. Counters,  car  fittingt, 
conductors'    punches. 


The  International  Register  Co. 

13  South  Tliroop  Street,  Chicago,  Dlinois 


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I  NACHOD  &  UNITED  STATES 

SIGNAL  CO,  INC 

LOUISVILLE. KY. 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 
HIGHWAY  CROSSING  SIGNALS 

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f    /^r^T   T\  CAR  HEATING  8i  LIGHTING  CO.    | 
I    yjyJLdU  220  36th  St.,  Brooklyn,  N.  Y.  | 


ELECTRIC  HEATERS 
THERMOSTAT  CONTROU-VENTILATORS 


WITH    OPEN    COIL   OR 
ENCLOSED  ELEMENTS 


I  WRITE  FOR  NEW  CATALOGUE  f 

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STUCKI   i 

SIDE      I 

BEARINGS  I 


A.  STUCKI  CO.  I 

Oliver  B\dg.  f 

Pittsburgh,     P*.  I 
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XIMIIIIIIIIIIMIIIIIIIIU 


CREOSOTED 

Railroad  Cross-ties;  Switch-ties;  Bridge  Tim-  | 

bers;  Construction  Timbers;  Mine  Timber^  E 

Lumber;  Piling;  Poles;  Posts  and  other  | 

Forest  Products  = 


J 


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.FPrettuman  c^-  Sons 

Wood   Pie^eivinP    Plant 

Charlej-ton.S.C. 


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I      Chapman 

I  Automatic  Signals 

I  Charles  N.  Wood  Co.,  Boston 


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"Bates  Poles  Outlive  the  Bond  Issues  that  Buy  Them" 

Bates  Poles  and  Structures 


General  Offices  and  Plants 
EAST  CHICAGO,  INDIANA,  U.  S.  A. 

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PAIUWA\{  I  fTIUI^  f^OMPAN\( 

CAR  COMFORT  WITH     HEATERS 

T  TTTT  TTV     regulators 

^  1  il^i  J-   1-        VENTILATORS 


i  a241-2«47  Indiana  St.  Write  ftr 

I  Chleago,  HI.  Catalooue 

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1828   Broadwv     3 

New  York,  N.  T     | 


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HILLBURN.  NEW  YORK  ^ 
NIAG/%HA  FAILS.  N  V. 
CHICAGO.  ILLINOIS 
.  EASTST.LOUIS.  ILL 
Pl'EBLO,  COLORADO 
5UPERIOR.WIbCONSl)J 
LOS  ANGELES.  CAL 
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RAMAPO  AUTOMATIC 
RETURN  SWITCH  STANDS 
FOR.  PASSING  SIDINGS 

TEE  RAIL  SPECIAL  WORK 

(MANGANESE  WORK  A  SPECIALTY 

SALES  OFFICES  AT  ALLWORXS 
Jilain  Office.  HILLBURN,  N.Y. 


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H  B  LIFE  GUARDS 

[  providence  fenders  I 

I                                                           Manuf cultured  by  i 

I                  CONSOLIDATBD    CaR    FbNDER   Co^    PrOVIDENGB,    R.    I.  | 

i                                                           General  Sales  Ag^enta  i 

I                   WENDELL  &  Mat-DUFFIE   CO..    110   E.    42nd   St..   N.   Y.  C.     | 

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chillingworth] 

One-Piece  Gear  Cases        | 

Seamless — Eivetless — Light     Weleht        = 

Best   for   Service  —   Dorabilitj   and        § 

Economy.     Write  Us.  = 

Chillingworth  Mfg.  Co.       f 

Jersey   City,   N.   J.  | 

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1  Coin  Counting  and  Sorting  Machines  .= 

I  FARE  BOXES  | 

I  Lever-Operated  and  Slip  Change  Carrier!  | 

I  The  Cleveland  Fare  Box  Co.  | 

I  Qeveland,   Ohio  i 

I  Canadian   Cleveland  Fare  Box   Co.,  Ltd.,  Preston,  Ont.  | 

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^1^ 


November  26,  1927 


ELECTRIC  RAILWAY  JOURNAL 


45 


ALPHABETICAL  INDEX  TO  ADVERTISEMEINTS 


Page 

A 

American  Brake  Shoe  &  Foundry 

Co..  The    33 

American    Brass   Co..    The 43 

American  Bridgre  Co 41 

American  Car  Co 46-47 

American    Electrical    Works.  ...  41 

American  Steel   &  Wire  Co 43 

American    Steel    Foundries 4 

Anaconda  Copper  Mining-  Co.  .  .  .  43 

B 

Babcock    &    Wilcox    Co 37 

Bates   E.xpande<i   Steel   Truss   Co.  44 

Beeler  Organization    36 

Bemis  Car  Truck  Co 37 

Bethlehem    Steel    Co 41 

Boston   Elevated  Railway 39 

Brill  Co..   The  J.  G 46-47 

Buchanan  &  Layng:  Corp 36 

Budd  Wheel  Co 10 

Byllesby   Eng-.    &   Management 

Corp 37 

C 

Camegrie  Steel  Co 34 

Central  Alloy  Steel  Corp 26 

Chillingworth  Mfg.  Co 44 

Cincinnati    Car   Co 17 

Cleveland  Fare  Box  Co 44 

Collier,    Inc..    Barron   G 33 

Columbia  Machine  Works,  The.  .  34 

Consolidated   Car  Pender  Co.  .  .  .  44 

Consolidated  Car  Heating   Co .  .  .  44 


D 

Day  i  Zimmermann,  Ine 36 

Differential   Steel  Car  Co..  The..  44 
Du  Pont  de  Nemours  &  Co.,  Ine 

«■  1 25 


Page 

E 

Eagle-Ottawa   Leather   Co 20 

Electric   Equipment  Co 39 

Electric    Ry.    Equipment    Co.  .  .  .  43 

Electric    Service    Supplies   Co.  .  .  9 

F 

Faile  &  Co.,   E.   H 36 

Ford,  Bacon  &  D'avis 36 

'For  Sale"  Ads 39 

O 

General   Electric   Co 22 

Gold  Car  Heating  &  Lighting  Co.  44 
Goodyear  Tire  &  Rubber  Co..  The. 

18-19 
Graham   Bros. ...  Insert    27-28-29-30 

H 

Hale-Kilburn  Co 37 

Haskelite   Mfg.    Corp ....  Back  Cover 

"Help  Wanted"  Ads 39 

Hemphill  &  Wells 36 

Hey  wood- Wakefield  Co 31 

Hoist  Englehardt   W 36 

Hubbard  &  Co 37 

I 

Illinois  Motive   Equipment   Co .  .    37 

Illinois  Steel  Co 8 

International   Register  Co......    44 

International  Steel  Tie  Co.,  The.      7 
Irvlngton    Varnish    &    Insulator 
Co 43 

i      . 

Jackson.  Walter    24.  34 

Jeandron.    W.   J 34 

Johnson  Fare  Box  Co 38 


Page 


Kelker.  DeLeuw  &  Co. 
Kuhlman  Car  Co 


.  .    36 
.46-47 


LeCarbone  Co 34 

Leece-Neville    Co 16 

Linn   &   Marshall.   Ine 36 

Lorain   Steel   Co 41 


M 

McClellan    &    Junkersfeld 30 

McGraw-Hill    Book    Co 35 


Nachod  and  U.  S.  Signal  Co.  . .  .  44 

National   Brake  Co.,   Ine 23 

National  Pneumatic  Co 16 

National  Ry.  Appliance  Co 41 

Naugle  Pole  &  Tie  Co 43 

New    York,    City    of.     (Dept.    of 

Plants  and  Structures)    39 

Nichols  Lintern  Co 43 

Nuttall  Co..  R.  D 35 


O 


Oakite    Products,    Ine 34 

Ohio   Brass   Co 5 

Okonite-Callender      Cable      Com- 
pany,  Inc..   The 43 

Okonite  Co.,  The 43 

P 

Perey  Mfg.  Co..  Ine 43 

Positions  Wanted  and  Vacant.  .  .  39 

Prettyman  &  Sons.  J.  F 44 


Face 

B 

Railway  Track-work  Co 37 

Railway  Utility  Co 44 

Ramapo   Ajax   Corp 44 

Richey,  Albert    36 

Roebling's  Sons  Co.,  John  A.  .  .  .  43 

S 

St.    Louis    Car    Co 21 

Samson    Cordage    Works 43 

Sanderson    &    Porter 36 

Searchlight  Section   39 

Smith  Heater  Co.,  Peter 37 

Standard  Steel  Works  Co 38 

Star  Brass  Works 41 

Stevens  &  Wood,  Ine 36 

Stone   &   Webster 36 

Slucki  Co..  A 44 

Studebaker  Corp.  of  America, 

The Insert  11-12-13-14 


Tlmken  Roller  Bearing  Co.. 

lYont   Cover 


U 

Una  Welding  &  Bonding  Co ...  .  37 
Universal  Lubricating  Co 37 

W 

"Want"  Ads   30 

Wason   Mfg.   Co 46-47 

Westinghouse  Electric  &  Mfg. 

Co 2 

Westinghouse  Traction  Brake  Co.  6 
Wharton,  Jr.  &  Co..  Inc.,  Wm.  41 
"What   and  Where  to  Buy," 

40-42-45 
White  Eng.  Corp.,  The  J.  G.  .  .  .    36 

Wish  Service.  The  P.   Edw 37 

Wood  Co.,  Chas.  N 44 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  42 


Testing  Instrnments  (Ser 
■  nstrnments,  Meaanrinc. 
TestlnK.  etc.) 

Thermostats 
CooMlidated  Car  Heatlnr 

Co. 
Gold  Car  Heating  t.  Light 

ing  Co. 
Railway  Utility  Co. 
Smith  Heater  Co..  Peter 
Ticket    Choppers    and 
Destroyers 
Elec.    Service    Supplies    Co 
Tie  Plates 

Illinois  Steel  Co. 
Ties  and  Tie  Rods.  Steel 
American  Bridge  Co. 
Carnegie   Steel   Co. 
International  Steel  Tie  Co. 

Ties,  Wood  Cross   (See  Poles 

Ties,    Posts,    etc.) 
Tires 

Goodyear  Tire   Co. 
Tokens 

Johnson  Fare  Box  Co. 

Tongae   Switches 
Wm.  Wharton,  Jr.  *  Co. 

Tools,   Track   &   Miscella- 
neous 

American  Steel  &  Wlro  Co. 
Columbia  Machine  Works  A 

H.  I.  Co. 
Elec.   Service  Supplies  Co. 
Hubbard    &    Co. 
Railway  Trackwork  Co. 
Ramapo-Aiax    Corp. 
Towers  and  Transmission 
Structure 
American  Bridge  Co. 


Bates  Expanded  Steel 
Truss   Co. 

Westinghouse  E.  &  M.  Co. 
Track   Grinder 

Railway   Trackwork  Cto. 

Ramapo-Aiax    Corp. 
Track,  Special  Work 

Columbia  Machine  Works  « 
M.  I.  Co. 

Ramapo  Ajax  Corp. 
Trackless    Trolley   Cars 

Brill  Co..  The  J.  G. 

St.  Louis  Car  Co. 
Transfer  Tables 

American  Bridge  Co. 
rraiisfurmers 

General    Electric   Co. 

Weatinghinise  E.   &  M.  Co. 
Treads,  Safety  Stair, 
Car  Step 

Cincinnati  Car  Co. 
free    Wire 

Okonite  Co. 

Okonite-Callender  Cable   Cu 
Trolley   Baaea 

R.  D.  Nuttall  Co. 

Ohio    Brass   Co. 
Trolley  Bases.   Retrieving 

R.  D.  Nuttall  Co. 

Ohio    Brass   Co. 
Trolley   Bases 

Brill  Co..  The  J.  Q. 

Weatinghouse  E.  &  H.  Co. 
Troller   Material,   Overhead 

Hliir      St-r^  H,-    >>u|M»lles    Co. 

General  Electric  Co. 
Ohio    Brass    Co. 
Westinghouse   E.  &  M.  Co. 
vnttev   Wheel    Bushings 
Star  Brass  Works 


Trolley    Wheels    (See    Wheel- 
Trolley) 
troUey    Wire 

-4Uier.    Electrical    WurKt 

American    Brass    Co. 

American  Steel  *  Wire  Co 

Anaconda  Copper  Min.  Co. 

Roebiinc's  Sons  Co.,  J.  A 
<  rucks.    Cur 

Bemis    Car    Truck    Co. 

Brill    Co..    The    J.    G. 

Cincinnati    Car    Co. 

Cunimings  Car  &  Coach  Co. 

St.  Louis  Car  Co. 
Trucks,  Motor 

While  Company 
Truss    Planks 

Haskelite   Mfg.    Corp. 
ruhing.    Yellow   ulitl    HlHCk 
Flexible    Varnish 

Irvington  Varnish  A  Ins. 
Turbines,  Steam 

General    Electric    Co. 

Westinghouse  E.  &  H.  Co. 
Turntables 

American  Bridge  Co. 

Elec.  Service  bupphes  Co. 
Turnstiles 

Elec.   Service  Supplies  Co. 

Perey  Mfg.  (3o.,  Inc. 
Valves 

Ohio    Brass   Co. 

Westinghouse   Tr.   Br.   Co 
Varnished    Papers    and    Silks 

Irvlngton  Varnish  A  Ins. 
Co. 
Ventilators,    Car 

Brill    Co..   The    J.    G. 

Cincinnati  Car  Co. 

Consolidated    Car    Heating 
Co. 


Nlcbols-Llntem    C^o. 

-Sat  I.    Ry.   Appliance  C!o. 

Railway  Utility  Co. 

St.   Louis   Car  Co. 
Vestibule   Linings 

Haskelite  Mfg.   Corp. 
tirlilril    Kail    Juiiil> 

Kailwa.v    Trackwork    Co. 

Una  Welding  &  Bonding  Co. 
Welders.  Portable  Eleetrle 

General  Electric  Co. 

Ohio    brasa    Lo. 

Railway  Trackwork  Co. 

Una  Welding  &  Bonding  Co. 

Westinghouse  E.   *   H.  Co. 
Welders,   Rail   Johil 

General  Electric  Co. 

.Ohio   B.'fMs  Co. 

Railway  Trackwork  Co. 
Welding   Processes   and 
Apparatus 

Ohio   Brass  Co. 

Railway  Trackwork   Co. 

Una  Welding  *  Bonding  <5o. 

Westinghouse  E.  &  M.  Co. 

Welding,  Steel 
Railway    Trackwork    Co. 
Una  Welding  &  Bonding  Co. 
Welding    Wire 
American  Steel  &  Wire  Co. 
Railway    Trackwork   Co. 
Roebling's  Sons  (k>..  J.  A. 

Welding  Wire  and  Rod* 

Railway  Trackwork  Co. 

Wheel   Ooardi    (See  Fenders 
and  Wheel  Guards) 

Wheel  Presses    (See  Machine 
Tools) 


Wheels,     Car,     Steel     £     Steel 
Tire 

American  Steel  Foundries 

Bemib  Car  Truck  Co. 

CTamegie   Steel  Co. 

Illinois  Steel  Co. 

standard  Steel  Worki 
Wheels,    Trolley 

Columbia  Machine  Works  h 
M.  I.  Co. 

Elec.   Ry.   Equipment  (3o. 

Eleo.   Service  Supplies  (3o. 

R.  D.  Nuttall  Co. 

Star  Brass  Works 
Wheels,    Wrought    Steel 

Carnegie    Steel    Co. 

Illinois  Steel  Co. 

Whistles,  Air 

Ohio    Brass   Co. 
Westinghouse  E.  &  M.  Co 
Westinghouse   Traction 
Brake  Co. 

Wheels,  Steel  Disc 

Budd  Wheel  Co. 
Window  Guards  A   FltUnga 

Cincinnati  Car  Co. 
Wire    Rope 

American  Steel  A  Wire  Go. 

Roebling's  Sons  Co..  J.  A. 
Wires  and  Cables 

American    Brass   Co. 

American    Electrical    Works 

American  Steel  A  Wire  Oo. 

Anaconda  Copper  Mln.  Co* 

General   Electric   Co. 

Okonite  Co. 

Okonite-Callender  Cable  Co. 
Inc. 

Roebling's  Sons  (To..  J.   A. 

Westinghouse  E.  A  M.  Co. 


46 


ELECTRtC  RAILWAY  JOURNAL 


November  26, 1927 


Help  Your  Operators  to  be 

good  Transportation  Salesmen 


Unobstructed  vision, 
maximum  seat  comfort, 
and  modern  equipment 
assist  them  in  providing 
an  improved  type  of 
service  which  is  readily 
salable 


The  Brill  1928  Model  meets  the  modern  requirements  of  the 
operating  men  as  well  as  the  public 


Every  detail  was  carefully 
considered  as  to  its  part  in 
providing  a  type  of  car 
which  would 

First,  prove  attractive  to  the 
public  from  the  standpoints 
of  appearance,  comfort  and 
noise  reduction. 

Second,  reduce  power  consump- 
tion and  permit  a  rate  of  ac- 
celeration and  braking  in 
keeping  with  modern  traffic 
requirements,  due  to  its  light 
weight  and  improved  type 
equipment. 

Third,  provide  transportation 
men  with  equipment  which 
would  contribute  in  no  small 


way  to  the  efficiency  of  their 
service. 

Consequently,  the  full  vision 
windshield,  the  Brill  No. 
1006  operator's  spring-up- 
holstered seat,  adjustable  for 
both  height  and  leg  room, 
and  the  use  of  automatic 
treadle  doors,  electro-pneu- 
matic door  and  brake  control 
are  i  n- 
cluded  in 
the  Brill 
19  2  8 
M  o  d  e  1 
Electric 
Car. 


November  26, 1927 


ELECTRIC  RAILWAY  JOURNAL 


Keep  abreast  of  other  traffic 
with  Brill  1928  Model  cars 

Acceleration  of  latest  type  electric  car 
measures  up  to  requirements  of  modern  city  traffic 


In  performance  test  con- 
ducted recently  with  the 
Brill  1928  Model  Electric 
Car,  the  rate  of  acceleration 
greatly  exceeded  what  might 
be  considered  normal  re- 
quirements. In  fact,  the 
maximum  rate  obtained  was 
almost  three  times  that  nor- 
mally employed  on  most 
systems,  which  demonstrates 
the  ability  of  this  new  type 
electric  car  to  keep  abreast 


of  other  forms  of  transpor- 
tation. 

The  possibilities  for  im- 
proved schedule  speeds  may, 
therefore,  be  added  to  the 
other  outstanding  features 
of  the  Brill  1928  Model 
Electric  Car  —  improved 
appearance,  comfortable 
riding  qualities,  minimum 
noise,  and  low  power  con- 
sumption. 


Write  us  for  facts  and  figures 
on  performance 


flectricCaf 


The  J.  G.  Brill  Company 

Philadelphia 

American  Car  Company 

St.  Louis 
The  G.  C.  Kuhlman  Car  Co. 

Cleveland 

Wason  Mfg.  Company 
Springfield,  Mass. 


Light  weight  cars  o 
Los  Angeles  Railwaj 


80 


cars  of  the  type  shown  above  have 
been  built  by  this  company  in  its  own 
shops.  PLYMETL  side  panels  were  used  on 
this  entire  lot— the  detailed  construction  be- 
ing clearly  indicated  in  the  three  progress 
pictures  at  the  left. 

This  operator,  like  scores  of  other  leading 
companies  throughout  the  country,  recognizes 
not  only  the  importance  of  light  weight 
cars  in  promoting  operating  economy,  but 
also  the  value  of  PLYMETL  in  securing 
maximum  strength  combined  with  minimum 
weight  in  a  street  car  body. 

The  adoption  of  HASKELITE  and 
PLYIVIETL  will  save  over  900  lbs.  dead 
weight  in  a  typical  stieet  car  on  the  basis 
of  a  7-cent  fare,  the  equivalent  of  carrying 
over  800  "deadhead"  passengers  a  year.  May 
we  send  you  the  weight  comparisons  which 
prove  this  statement? 


Haskelite  Manufacturing  Corporat 

133  West  Washington  Street,  Chicago 


Railway  Representatives:  I 

Economy  Electric  Devices  Co.,  37  W.  Van  Buren 

Chicago 
Grayson  Bros.,  600  LaSalle  Bldg.,  St.  Louis,  Mo. 
Railway  &  Power  Engineering  Corp.,  Toronto,  C 

Canada 


KBJll-21iUr«y 


ELECTRIC  RAILWAY 

JOURNAL 


iraw-Hill  Publishing  Company,  Inc. 


DECEMBER  3,  1927 


Twenty  Cents  per  Copy 


MOTOR  WHEEL  is  always 
looked  to  for  the  foremost 
wheel  developments. 

The  greatest  improvement  in  bus 
and  truck,  wheels  is  Spoksteel.  Motor 
Wheel  has  combined  the  strength 
of  high  carbon  forged  steel  with  the 
convenience,  quiet  and  attractiveness 
of  clean  spoke-type  construction. 

A  test  set  will  prove  overwhelmingly 
convincing  on  wheel  endurance  and 
tire  economy. 

MOTOR  WHEEL  CORPORATION 
LANSING,        MICHIGAN 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


W-N  Drive 

advantages 


Lowest  steps 
Faster  acceleration 
Quiet  operation 
Motors  spring  bom 
Gears  run  in  oil 
Greater  clearance 
Lighter  weight 
Lower  maintenance 


Quicker  on  the  Get-away 

THE  W-N  Drive  gets  away  at 
the  flash  of  the  signal  to  GO 
— it  speeds  up  schedules  and  in 
congested  districts  beats  the  auto* 
mobile. 

Its  lighter  weight,  low  starting  friction 
and  the  Westinghouse  easy  control,  all 
contribute  to  a  faster,  smoother  acceler- 
ation that  allows  surprisingly  quick 
handling  without  discomfort  to  pas- 
sengers. 

Many  street  railway  officials  have  ac- 
claimed it  as  the  answer  to  the  increasing 
problem  of  the  faster  handling  of  traffic 
with  ample  safety  and  with  a  greater 
riding  appeal  to  the  public. 


Westinghouse  Electric  &  Mattufacturing  Company 

East  Pittsburgh  Pennsylvania 

Sales  Office,  in  All  Principal  Citlet  of 

the  United  State,  and  Foreign  Countries 


W^tiodioiise 

W  W  ^^g0  X96409 


MORRIS  BUCK 
Minaging  Editor 

JOHN  A   MIIXER.  JE. 
Associate  Editor 

CI^RENCEW   SqUlEH 

Associate  Editor 

CARL  W.  STOCKS 
Associate  Editor 


Charles  Gordon,  Editor 


HENRY  W.  BLAKE 
demur  Editor 

OEORCE  J.  MacMUBBAT 

News  Editor 

G.  \V.  JA\fES,  Jb. 
Assistant  Editor 

PAUL  WOOTON 
Wasliington  Correspondent 

ALEX  McCALLUM 
Editorial  Representative 
London,  England 


Vol.   70 
No.  23 


CONTENTS 


Pages 
1011-1048 


DECEMBER  3,  1927 

Editorials    1011 

Improved  Service  Pays  in  Eastern  Virginia 1014 

In  little  more  than  a  year,  the  Virginia  Electric  &  Power  Com- 
pany, under  Stone  &  Webster  management,  has  completely 
reversed  public  opinion  in  Richmond,  Norfolk,  Portsmouth  and 
Petersburg. 

Closed  Top  for  Double-Deck  Bus 1020 

Public  Service  of  New  Jersey  Has  Extensive 

Telephone  System 1020 

London  Is  Establishing  a  Policy  on  Transit 

Expansion    1021 

Report  of  advisory  committee  urges  establishment  of  common 
fund  and  common  management  for  all  properties  in  London  dis- 
trict.    Public  control  considered  also  necessary. 

Houston  Electric  Company  Makes  Good  Its  Promise .  1023 

Delivery  of  twenty  new  cars  including  many  features  designed  to 
make  them  attractive  and  comfortable  represent  fulfillment  by 
company  of  promises  made  at  time  fare  was  increased. 

Electric  Railway  Pension  Plan   1026 

By  E.  C.  McDonald. 
Some   practical   suggestions   for   setting   up   a  sound   retirement 
plan  for  the  employees  of  a  railway  company. 

The  Readers'  Forum 1028 

Maintenance  Data  Sheets    1029 

Maintenance   Notes    1031 

New  Equipment  Available    1031 

Association  Activities 1032 

News  of  the  Industry 1033 

Service  Readjustments  in  Providence "" 1033 

More  Reports  in  Chicago 1033 

1928  Model  Proclaimed  a  Winner  in  Brooklyn 103S 

Recent   Bus  Developments    1040 

Financial  and  Corporate 1041 

Legal  Notes   1044 

Personal  Mention    1045 

Manufactures  and  the  Markets 1047 


V'eeping  Up 

WITH  THE  FORDS 

SEVERAL  days  before  the  new  Ford 
graced  the  show  rooms  in  cities  through- 
out the  country,  the  1928  model  Birney  car 
paraded  on  the  streets  of  Houston  and  the 
1928  model  Brill  car  was  exhibited  in  Fulton 
Street,  Brooklyn,  before  thousands  of  inter- 
ested spectators  and  passers-by. 

The  idea  back  of  the  Houston  car,  together 
with  a  complete  description  of  its  construc- 
tion, is  presented  in  an  article  in  this  issue. 
There  is  also  in  this  issue  an  account  of  how 
the  people  of  Brooklyn  took  to  the  new  idea 
in  street  cars  in  these  days  when  the  public 
demands  something  more  in  transportation 
than  merely  a  vehicle  which  will  take  you 
there  and  bring  you  back.  An  article  on  the 
design  and  construction  of  the  car  being  tried 
out  in  Brooklyn  will  be  published  next  week. 

Don*t  fail  to  read  these  accounts  of  the 
latest  steps  being  taken  to  meet  modern 
transportation  requirements  in  street  car 
design,  and  of  how  the  public  responds  to 
this  evidence  of  electric  railway  progress. 


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C(H>yrtght,    1927.  by  McGraw-Hill  Publishing  Company,   Inc. 

Published  weekly.  Entered  as  second-class  matter.  June  S3,  1908.  at  the  Post  Offle« 
at  New  York.  N.  Y..  under  the  Act  of  March  3.  1879.     Printed  In  U.  S.  A. 


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Advertising  Index — Alphabetical,   52;  Classified,  48,  50,  52;  Searchlight  Section,  47 


ELECTRIC  RAILWAY  JOURNAL 


December  3,  1927 


BETTER      RAIL,      BETTER      TRANSPORTATION 

Nothing  added, 

nothing 

omitted: 

Here  is  a  complete  editorial 
from  a  recent  issue  of  this 
paper.  It's  too  good  not  to 
be  repeated: — 


44 


Good  Cars  Deserve  Good  Track 

WITH  the  trend  toward  better  accomplishment  in 
railroad  operation  one  item  is  receiving  too  little 
consideration — the  track.  Strenuous  effort  is  being  made 
to  improve  public  relations  through  the  use  of  better 
appearing  and  riding  cars  and  other  means  of  sales 
appeal.  But,  alas,  the  track  is  down  in  the  dirt  and  in  a 
fair  way  to  be  overlooked  or  given  scant  attention.  It 
requires  no  detailed  analysis  or  proof  to  show  that  this 
is  short-sighted,  and  particularly  so  for  the  interurban 
railway.  A  rough  track  shakes  a  good  car  to  pieces  and 
even  a  good  car  makes  the  bad  track  still  worse. 

Aside  from  the  mechanics  of  the  problem,  which  de- 
termines cost,  rough  track  drives  away  the  passenger. 
Instances  can  be  cited  without  number  to  prove  this,  but 
the  following  is  typical:  An  executive  of  a  large  city 
system  has  occasion  to  use  an  interurban  road  to  another 
large  city  and  the  necessary  pass  to  permit  his  free  use 
of  the  electric  line.  This  system  is  well  equipped  with 
the  most  modern  of  cars,  which  would  furnish  a  most 
enjoyable  ride  were  it  not  for  a  rough  track.  This 
executive,  rather  than  submit  to  the  rough-riding  track, 
takes  the  steam  train  and  pays  his  fare.  If  the  electric 
railways  cannot  sell  their  wares  to  members  of  their  own 
fraternity,  how  can  they  hope  to  stimulate  public  patron- 
age? There  is  nothing  more  terrifying  than  a  high-speed 
interurban  car  lurching  from  side  to  side. 

Bullftinsf 


3132-48  East  Thompson  Street,  Philadelphia 

AGENTS: 
Chester  F.  Oailor.  30  Church  St..  New  York 
ChM.  N.  Wood  Co..  Boston 
Xlsctricml  Eneineerlnf  ft  Mfj.  Co.,  Pittsbnrsh 
H.  r.  McDermott.   208  S.   LaSalle  St..  Chicago 
P.  W.  Wood  Ballwajr  Supply  Co..  New  Orleans.  La. 
Bgulpment  A  Encineerinr  Co..   London 
Fraier  It  Co.,  Japan 


Voiean  Bail  O^indcr 


99 


Reciprocating  Track   Grinder 


®  22S2 


"AJax"  Mectrlc  Are  Welder 


BETTER      RAIL,      BETTER      TRANSPORTATION 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


^Ol'l' ARS  -"  SENS^/ 


Fewer  line  breaks  are  essential  to 
increased  net  income.  For  only 
by  reducing  line  breaks  to  the  min- 
imum can  fast,  reliable,  rider-at- 
tracting service  be  given,  and  op- 
erating costs  reduced. 


Spring  Lock  Hanger 
Cat.  page  465 


Flexible  Pole  Bracket 
Cat.  page  458 


Editorial  in  October  22  issue  of 
ELECTRIC  RAILWAY  JOURNAL 

Putting  Line  Maintenance  on  a  Business  Basis  , 

DISCUSSION  of   trolley   wire   failures  •>as  ^^"S 
avoided  in  some  quarters,  like  a  plague  or  a  h.ddervB 
sin,  although  the  resultiftg  delay  is  very  evident  and  cani 
only  give  the  public  a  more  unfavorable  impression  of  ^ 
street  car  service.    Each  break  is  spectacular  to  a  degree,  J 
and  stands  out  to  patrons  of  the  road  like  an  advertise- . 
ment  of  non-reliability      From  an  economic  standpoint 
each  break   is  extremely  costly  in   car  delay,   loss  ot 
revenue  and  accident  contingency 
I      However,  despite  the  lack  of  publicity,  overhead  mam- 
!  tenance  oh  many  properties  has  advanced  to  such  a  point 
that  the  familiar  cry  of  "trolley  down    and  the  thrilling 
:  dash  of  the  emergency  crew  to  the  scene  is  now  a  rare 
'  occurrence.    On  these  roads  preventable  wire  breaks  del 
not  exist,  because  the  wire  is  repaired  before  the  break- 
ing point  is  reached.  .      j « 

Tothe  mind  of  the  operator  of  each  road,  the  overhead 
plant  resolves  itself  into  the  contact  wire  alone.     Some) 
managements   judge   efficiency   of    the   line   department 
only  by  the  rapidity  with  which  breaks  can  be  repaired 
Little  or  no  cognizance  is  taken  by  them  of  the  number  of 
failures,  their  causes  and  the  car  mileage  operated.     A 
better  way  of  judging  efficiency  in  respect  to  trolley  wire 
breaks  should  be  by  the  number  of  preventable  breaks 
in  direct  ratio  to  the  number  of  car-miles  traveled.    Cer-  (_. 
tain  data  make  it  seem  that  this  fig"'-f^"^'^  '"  ^J'^l 
neighborhood  of  one  failure  for  every  1,000,000  car-miles  | 
traveled.    With  this  figure  or  the  A.E.R.E.A.  suggestedt 
average  of  0.5  break  per  single-track  mile  as  a  tesis  of  v 
comparison  operators  can  readily  compare  the  efficiency  j^: 
of  their  overhead  plant.  j     t  A 

Many  properties  are  now  establishing  records  f off 
uninternipted  service  which  were  thought  impossible  a  j 
few  years  ago.  These  roads  have  lowered  their  trolley ' 
breaks  to  such  a  point  that  practically  all  that  occur  are 
due  to  agencies  beyond  the  control  of  the  overhead  de- 
partment. It  is  suprising  to  note  that  these  results  are 
being  obtained  at  less  total  cost  than  with  the  rush  out 
and  pick  up"  method. 

What  is  possible  on  these  properties  is  possible  on  all. 
The  speed  of  the  emergency  crew  must  surrender  to  the 
accuracy  of  frequent  inspection  and  adequate  renewals, 
and  thus  lay  the  bogey  of  the  trolley  down  to  rest  with 
the  other  "it  can't  be  done's." 


Isn^t  the  Ansif^er  Inspections 
Plus  Good  Line  Materials? 

ELECTRIC  RAILWAY  operators  everywhere  will 
agree  with  the  Joumars  editorial  reproduced  at 
the  left.  It  is  timely  as  well  as  constructive.  It  em- 
phasizes a  phase  of  operation  that,  under  present  con- 
ditions, is  of  major  importance  from  both  the  dollars 
and  sense  standpoint. 

Careful  and  frequent  inspections  are  undoubtedly 
needed  to  prevent  overhead  failures.  And  the  advan- 
tages of  this  practice  have  been  demonstrated  by 
some  of  the  largest  and  the  smallest  properties  in  the 
country.  New  records  have  been  established  in  pre- 
venting line  breaks — many  of  which  were  formerly 
considered  unavoidable. 

It  is  a  matter  of  experience  with  many  electric  rail- 
ways, where  these  records  are  being  made,  that  it 
takes  both  good  materials  and  periodic  inspections  to 
reduce  line  breaks.  One  property  which  recognizes 
these  two  factors  has  in  the  last  three  years  reduced 
line  breaks  from  800  to  45  per  year. 

In  the  great  majority  of  cases,  it  will  also  be  found 
that  where  service  betterment  is  acknowledged  to  be 
good  business,  0-B  Line  Materials  are  the  first  choice 
as  a  necessary  factor  in  attaining  this  result. 

Ohio  Brass  Company,  Mansfield,  Ohio 

Dominion  Insulator  &  Mfg.  Co.,  Limited 
Niagara  Falls,  Canada 


iiassCk). 


SALES 
OFFICES 


PHILADELPHIA  PITTSBURGH         CLEVELAND 

TAN  FRANCISCO         LOS  ANGELES 


PORCELAIN 

INSULATORS 

UNE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


-3* 


§ 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


Type  X,  in  1500, 
3000,  6600 -volt 
ratings.  Served  di- 
rectly with  wire, 
without  hardware. 


High  Tension  Porcelain 

Pays  on  Low  Voltage 


MORE  and  more  railway  men  have 
come  to  the  use  of  OB  strain  in- 
insulators  for  guy  wires,  dead-ends  and 
cross  spans.  Why?  Because  they  have 
learned  by  experience  that  it  pays  to 
use  high  tension  porcelain  as  the  insu- 
lation on  low  voltage. 

And  0-B  strain  insulators  add  virtues 
of  their  own  to  the  desirable  character- 
istics of  high  tension  porcelain.  For 
instance,  the  X-shape  provides  a  long 
leakage  path  between  strand  wires. 
The  porcelain  is  so  shaped  that  the  in- 


sulator is  light  in  weight.  Thick  flanges, 
with  round  comers,  make  0-B  insula- 
tors rugged.  They  can  stand  more 
rough  handling  and  abuse  than  they 
are  likely  to  get.  They  are  easy  to 
serve  with  the  strand  wire. 

For  complete  information  and  for 
hardware  fittings  for  all  kinds  of  strain 
work,  see  pages  85-93  and  446-454  in 
your  big,  blue-covered  0-B  No.  20 
catalog. 

Ohio  Brass  Company,  Mansfield,  Ohio 

Dominion  Insulator  &  Mfg.  Co.,  Limited 
Niagara  Falls,  Canada 


iassCk>. 


SALES 
OFFICES 


NEW  YORK 
CHICAGO 


PHILADELPHIA  PITTSBURGH  CLEVELAND 

SAN  FRANCISCO         LOS  ANGELES 


PORCELAIN 

INSULATORS 

LINE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


^^^ 


N  the  next  issue  of  the  Electric  Railway  Journal  will 
appear  the  first  of  a  series  of  eight  inserts  on  paved 
track  "style"  as  used  in  Cincinnati,  Boston,  Detroit, 
Philadelphia,  Kansas  City,  Cleveland,  Washington  and 
Buffalo.  These  eight  cities  have  been  selected  from  our 
list  of  over  200  users  of  Steel  Twin  Ties  because  they 
are  in  the  half  million  population  class  and  because  the 
group  is  representative  as  to  design,  intensity  of  traffic, 
and  extensive  usage.  The  inserts  will  be  printed  in 
three  colors,  and  will  appear  twice  each  month  until  the 
entire  series  has  been  published. 

In  presenting  these  inserts,  it  is  our  idea  to  put  into  the 
hands  of  Electric  Railway  Executives  and  Engineers  the 
data  and  information  that  caused  so  much  comment  at 
our  exhibit  during  the  AERA  Convention. 

THE  INTERNATIONAL  STEEL  TIE  CO. 

Cleveland,  Ohio 


STEEL  TWIN  TIE  TRACK 
THE  BASE  OF  MODERNIZATION 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


^^One-Wear''— No  Repair 


To  last  as  long  as 
^any  wheel  without 
a  single  visit  to  the 
shops  for  re-turning 
is  the  "One -Wear" 
ideal 

Made  practical  in 
the  Davis  "One- 
Wear"  Steel  Wheel 
by  the  use  of  spe- 
cial heat-treated 
wheel  metal. 

Ordinary  steel 
makes  an  ordinary 
wheel.  Only  its 
special  composition 
makes  the  Davis 
Steel  Wheel  "One- 
Wear"  in  perform- 
ance as  well  as  in 
name. 


American  Steel  Foundries 


NEW  YORK 


CHICAGO 


ST.  LOUIS 


December  3, 1927 


ELECTRIC  RAILWAY  JOURXAL 


c^  iheGoodO/dlkti/s" 


OAKDALE 


ASCOT  AVE. 


Hunter-Keystone   Signs 

They  consist  of  specially  printed  roller  curtains  which 
are  turned  or  regulated  by  a  small  crank  handle,  so 
that  any  one  of  the  10  or  more  destination  names  are 
made  to  appear.  They  are  mounted  in  sheet  steel 
cases  or  may  be  built  into  the  car  structure.  They 
advertise  your  Bcrvice.  establish  routes  and  facilitate 
rerouting:. 


'Member  back  in  the  so-called  "good  old  days"  when  no 
one  but  the  motorman  knew  where  the  car  was  going? 
The  well-mutilated  old  tin  sign  that  hung  on  the  car 
didn't  reveal  its  secret  to  anyone. 

Hence  everyone  would  hail  every  car  and  then  ask  whither 
it  was  bound.  The  motorman  usually  lost  both  his  voice 
and  his  patience  after  the  two  hundredth  daily  inquiry. 
The  service  was  slowed  up  and  schedules  all  shot  to  pieces. 

Not  so  anymore,  however,  when  Hunter-Keystone  Signs 
are  used.  They  "Tell  the  public  where  you're  going"  at 
a  glance.  So  no  one  need  stop  the  car  except  to  get  aboard. 
This  both  speeds  up  service  and  helps  to  maintain  regular 
schedules. 

Let  us  give  you  complete  particulars  of  the  long  line  of 
ride-selling  Keystone  Car  Equipment.  Send  for 
Catalog  No.  7. 

Home  office  and  slant  at  17th  &  Cambria  Sts..  PHILADELPHIA: 
District  offices  at  330  So,  Clark  St.,  CHICAGO:  60  Church  St.,  NEW 
YORK:  BesBpmer  Bldg,,  Pittsburgh:  88  Broad  St..  Boston;  General 
Motors  Bldg.,  Detroit:  316  N.  Washington  Ave..  Scrantou;  Canadian 
Agents.  Lyman  Tube  &  Supply  Company,  Ltd..  Montreal,  Toronto, 
Vancouver. 


PPLI 


MANUFACTURER  OF  RAILWAY,  POWER  ■ 


10 


ELECTRIC  RAILWAY  JOURNAL 


December  3,  1927 


f^ep  the  roadway 


Broom  Lifting  Mechamsm 


Roller-Bar  Drive  Chain 


Blocked  cars  collect  no  fares 

Hundreds  of  railways  located  in  the  heavy  snow  belt  rely 
on  Gummings  Snow  Sweepers  to  keep  the  rails  clear,  and 
maintain  schedules  during  the  season  when  the  public 
depends  most  upon  street  railway  service.  The  long 
broom  clears  both  rails  and  fifteen  inches  additional  out- 
side of  each  track.  The  case  hardened  roller  bar  and  de- 
tachable link  steel  chain  drive  make  for  long  life  and  low 
maintenance.  Brooms  can  be  lifted  to  clear  unusual 
obstacles. 


Successor  to  McGuire  Cummings  Mfg.  Co. 
Ill  W.  Monroe  St.,  Chicago,  111. 


^  lASTlNG  ^i. 
SMOOTHNESS 

^  powerful  factor  in  seltiny  rides 


TKe  Dayton  Mechanical  Tie  Co. 


l>A.'YTO^r.  OT^IO, 


"N 


Lasting  Smoothness 


A  powerful  factor 


in  selling  rides 


Can  you  merchandise  transportation  over 
the  handicap  of  rough  track  ? 

To  an  extent,  of  course,  but  it  is  unquestion' 
ably  a  high  hurdle  to  get  over.  Rough  track 
vi/i\\  seriously  vitiate  the  effect  of  all  the  money 
you  spend  for  fine  rolling  stock. 

Hence,  your  plans  for  betterment  must  in' 
elude  track  rehabilitation. 

And  when  you  start,  don't  be  satisfied  with 
anything  less  than  Dayton  Tie  Track. 

It  is  economical  to  lay,  and  once  laid  it  stays 
smooth  for  years.  In  the  i6  years  since  their 
inception,  no  track  laid  on  Dayton  Ties  has 
ever  failed.  Maintenance  has  been  so  low  as 
to  virtually  disappear. 

In  over  1 50  cities,  Dayton  Ties  have  proved 
their  merit. 

Dayton  Tie  Track  is  always  Smooth 

THE  DAYTON 
MECHANICAL  TIE  CO. 

DAYTON,  OHIO 


J 


December  3,  1927 


ELECTRIC  RAILWAY  JOURNAL 


13 


More  Treadles  for  Atlanta 


This  year's  66%  increase  in  the  use  of  NP 
Treadle  Exit  Doors  has  been  accounted  for, 
not  only  by  adoption  in  new  cities,  but  by  in- 
creased use  in  cities  where  the  treadle  has 
already  been  tried  out.  With  101  cars  pre- 
viously equipped  with  treadles  in  Atlanta, 
Ga.,  for  example,  the  purchase  of  39  new  in- 
stallations proves  how  well  they  like  this 
method  of  providing  "circulating  load." 

NATIONAL  PNEUMATIC  COMPANY 

Executive  Office:    Graybar  Building,  New  York 
General  Works:    Rahway,  New  Jersey 

MANUFACTURED  IN  TORONTO,   CANADA,   BY 
Railway  &  Power  Engineering  Corp.,  Ltd. 


OHICAGO 
618  M<K7ormick  Buildine 


PHILADELPHIA 
1010  Colonial  Trust  BiOldiiic 


14 


ELECTRIC  RAILWAY  JOURNAL 


December  3,  1927 


The  Time  Elem 


%' 


^ 


From  the  written  reports  of  inspectors  on 
a  famous  Kentucky  property,  "Magnetic 
equipped": 

"Auto  cut  out  of  safety  zone  into  track. 
Ran  within  6  inches  of  car  but  motorman 
applied  his  magnetic  and  saved  accident." 

"Auto  ran  around  in  front  of  car  but  mag- 
netic saved  accident." 

"Auto  came  out  from  behind  another  auto 
within  20  feet  of  car.  Magnetic  was  all 
that  saved  accident." 

"A  woman  walked  in  front  of  car  at  La- 
fayette Hotel.  Motorman  used  his  mag- 
netic brake  and  stopped  within  6  inches  of 
the  woman." 

"Saved  an  accident  at and by  use 

of  magnetic.     Auto  cut  into  car." 

The  Cincinnati  Duplex  Air  and  Magnetic 
Brake  is  one  of  the  important  features  of 
the  Cincinnati  Balanced  Lightweight  Car 
and  is  an  integral  part  of  the  new  Cincin- 
nati High  Speed  Truck. 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


15 


ent 

"  in  accident  prevention  - " 


Frequently  it  happens  that  a  few 
seconds  of  time  can  do  more  to  avert 
an  accident  than  many  feet  of  space, 
especially  when  the  hazard  is  be- 
tween moving  vehicles. 

Hence  much  can  be  done  in  the  way 
of  accident  prevention  by  increasing 
the  rate  of  retardation  of  the  electric 


car. 

On  actual  test  the 
Cincinnati  Duplex 
Air  &  Magnetic 
Brake  increased 
the  rate  of  retarda- 
tion of  an  average 
double  truck  car 
(weight  39,000  lbs.) 
by  53%  at  19.5  mph, 
and  by  66%  at  45 


mph,  a  saving  in  stopping  time  of 
2.4  and  6  seconds  respectively. 

Far  sighted  operators  will  find  much 
to  think  about  in  such  figures.  They 
point  a  way  to  improved  service  with- 
out increase  in  operating  liabilities, 
and  they  have  a  direct  bearing  on  the 
traffic  problem. 


SPEED 


We  quote  on  the 
opposite  page  from 
operating  reports 
on  a  typical  "Mag- 
netic equipped" 
property  in  Ken- 
tucky. Full  tech- 
nical data  is  avail- 
able on  request. 


Cincinnati  Car  Company 
Cincinnati,   Ohio 


CINaNNATI  tfess^'  CARS 


— Still  a  step  ahead  of  the  modern  trend! 


16 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


Safe^jard  and 
£3elerate  Traffic 


\ 


\. 


Automatic  Signals  by  providing  proper  spacing  of  cars 
or  trains,  reduce  trip  time  and  enable  more  cars  to  be 
operated  with  consequent  safety. 

Interlocking  installations  at  terminals  and  at  grade 
crossings  eliminate  unnecessary  stops  and  assure  route 
continuity  by  means  of  signal  indications. 

Highway  crossing  protective  devices  of  the  flashing 
light,  automatic  flagman,  or  audible  type,  or  combina- 
tion of  same,  are  a  dependable  insurance  which  soon 
pays  ofif  the  investment. 

Power  operated  remotely  controlled  switches  are  being 
used  economically  to  accelerate  Electric  Railway  traffic. 

These  Systems  are  products  of  the 


^  mnton  ^bm  &  Signal  (do.  ^ 

TSSf  SWISSVALE.  PA.  VrT 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


17 


One  of  the  Variable 
Load  Brake  equipped 
cars  of  the  Brooklyn 
City  Railroad  Com- 
pany. These  cars  are 
serving  dependably, 
making  possible  short, 
uniform  stops,  a 
saving  of  time,  and 
consequently  a  su- 
perior service. 


Uorit 


along  with  the  traffic 

Lead  nit! 


NTENSIVE  service  has  come  to  be  recognized  as  the  only 

solution  to  city  traffic  problems.    Modern  light  weight  cars, 

in  hundreds  of  instances,  have  satisfied  their  operators  with  their 

dependable  service  in  running  the  gauntlet  of  traffic  congestion. 

With  these  modern  light  weight  cars  and  the  Westinghouse 
Variable  Load  Brake,  uniform  stopping  distances  are  possible 
...  an  obvious  time  saving  feature  and  a  valuable  aid  in  holding 
position  in  traffic  lanes. 

Eliminating  guesswork  on  the  part  of  the  operator  as  to  the 
retarding  force  necessary  as  passenger  load  changes,  the  Westing- 
house  Variable  Load  Brake  automatically  accepts  this  respon- 
sibility, giving  the  operator  the  braking  confidence  he  needs  in 
bucking  modern  traffic  complications. 

The  Westinghouse  Variable  Load  Brake  assures  uniform  stop- 
ping distances  from  day  to  day  and  year  to  year,  with  full,  half- 
full  or  empty  cars. 

More  complete  information,  relative  to  the  numerous  advantages     .  ■ 
of  the  Westinghouse  Variable  Load  Brake,  may  be  had  through 
any  of  our  conveniently  located  offices,  or  by  addressing  the 
Westinghouse  Traction  Brake  Company  at  Wilmerding. 

WESTINGHOUSE  TRACTION  BRAKE  CO. 

General  Office  and  Works,  Wilmerding,  Pa. 

8SS1 

weshwhouseTraction  Brakes 


18 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


Mr«  Sawyer  practices  what 
he  preaches 


How  to  meet  the  demand  for  transpor- 
tation has  always  been  foremost  in  the 
mind  of  Mr.  Sawyer.  He  knows  it's  a 
big  job — ^he's  fought  for  it — he's  an  out- 
standing advocate  of  modern  electric 
railway  cars. 

Wherever  Mr.  Sawyer  travelled  offi- 
cially as  President  of  the  A.E.R.A.  dur- 


ing the  past  year  he  preached  the  need 
of  raising  the  standards  of  public  trans- 
portation —  improved  cars  were  an 
essential  requirement. 

And  Mr,  Sawyer  practices  what  he 
preaches.  For  as  President  of  the  East 
St.  Louis  Railway  he  purchased  for  his 
property,  the  "Rail-Sedan  48,"  product 


December  3,  1927 


ELECTRIC   RAILWAY  JOURNAL 


19 


of  the  Quality  Shops.    If  you  were  at 
Cleveland,  you  saw  it. 

St.  Louis  can  help  you  toward  quieter 
operation,  higher  speed,  increased  fre- 


quency, greater  reliability,  more  courte- 
ous service — higher  net  returns — and 
above  all,  ride-selling  appeal  —  those 
fundamental  pre-requisites  of  better 
transportation. 


SILaviis  H^rLa. 


20 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


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arriers 


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of  Crowd  s 


PEOPLE  must  work  close  together  in  order  to 
work  efficiently.  They  carry  on  this  work  in 
skyscrapers,  concentrating,  on  a  few  hundred  feet 
of  ground  area,  activities  which  otherwise  would 
occupy  several  square  miles. 

Since  they  congregate  at  the  same  hour,  it  is  essen- 
tial that  they  travel  together.  It  would  no  more 
be  possible  or  economical  for  each  to  travel  by  a 
separate  carrier  than  it  would  be  for  each  to  occupy 
a  separate  business  building.  Community  of  inter- 
est demands  a  more  common  occupation  of  both 
street  conveyances  and  structures. 

The  skyscraper,  in  short,  is  the  common  business 
home.  The  street  car  is  the  common  carrier,  and 
it  has  proved  impossible  to  carry  so  many  people 
so  conveniently,  dependably,  and  economically  by 
any  other  means. 

General  Electric  helps  the  railways  carry  crowds 
by  supplying  equipment  that  keeps  their  cars  in 
operation.  It  manufactures  and  carries  in  stock  at 
all  times  a  complete  line  of  repair  parts  and  main- 
tenance materials  for  every  type  of  railway  carrier 
equipment. 

The  General  Electric  Company's  Repair  Parts 
Service  is  to  the  Railway  Industry  what  street  cars 
and  skyscrapers  are  to  the  community  at  large — 
a  central,  concentrated,  and  convenient  means  of 
performing  service  in  the  most  efficient,  stand- 
ardized, and  economical  manner. 


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33045 

:AL  ELECTRIC 


Electric  Railway  Journal 

Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 
Published  by  McGraw-Hill  Publishing  Company,  Inc. 
Charles  Gordon,  Editor 


Volume  70 


New  York,  Saturday,  December  3,  1927 


Number  23 


Evidence  Continues  to  Accumulate 

DURING  the  past  two  years  increasing  attention  has 
been  given  to  the  condition  of  electric  railway 
equipment.  Railway  managements  throughout  the  coun- 
try are  generally  alert  to  the  need  for  retiring  obsolete 
cars  and  to  the  advantages  to  be  obtained  from  cars  that 
are  more  in  keeping  with  present-day  conditions  and 
transportation  standards. 

When  it  comes  to  the  matter  of  transposing  this  in- 
terest into  action,  however,  a  somewhat  different  situa- 
tion is  encountered.  The  operating  management  finds 
difficulty  in  presenting  the  case  for  new  cars  in  terms 
convincing  to  the  men  who  put  up  the  money.  Some 
of  the  most  important  advantages  of  new  cars  are  in- 
tangible. These  include  such  items  as  their  effect  on 
the  public's  general  attitude  toward  the  company,  the 
attitude  of  trainmen  toward  their  jobs  and  the  effect 
which  improved  equipment  may  have  on  the  volume  of 
riding. 

Much  information  and  data  have  become  available  to 
prove  that  these  advantages  have  actually  accrued  in 
many  cities  that  have  gone  ahead  with  car  improvement 
programs.  Two  articles  in  this  issue,  recording  the  ex- 
periences of  the  Virginia  Electric  &  Power  Company  and 
the  Houston  Electric  Company,  give  eloquent  testimony 
in  favor  of  improved  equipment. 

Though  it  is  a  difficult  selling  job  to  convince  a  con- 
servative group  of  directors  that  new  cars  on  their  prop- 
erty would  more  than  pay  their  way,  the  volume  of 
evidence  which  has  been  accumulated  in  favor  of  the  case 
for  better  electric  railway  equipment  is  imposing.  The 
alert  railway  manager  who  collects  and  digests  this  evi- 
dence can  use  it  effectively  in  the  effort  to  get  better 
equipment  on  his  own  property. 


Demand  for  Beauty  and  Style  Are  Irresistible 

IT^OR  nineteen  years  Henry  Ford  built  and  sold  a 
standard  product.  Embodied  were  many  of  the 
virtues  upon  which  the  engineers  like  to  dwell.  Its  cost 
of  operation  was  relatively  low.  Its  maintenance  cost 
was  likewise  below  that  of  more  pretentious  cars.  The 
Ford  established  a  good  reputation  as  a  car  that  would 
take  you  there  and  bring  you  back.  Its  entire  appeal 
in  comparison  with  competitive  automobiles  was  on  the 
basis  of  reliability  and  economy. 

When  it  was  brought  out  there  was  little  reason  to 
worry  much  about  the  appearance  of  the  Ford  car.  It 
was  essentially  democratic  in  its  unprejtentiousness.  But 
nineteen  years  is  a  long  time  measured  in  terms  of  the 
changes  in  taste  that  have  taken  place  since  the  turn  of 
the  century. 

Public  transportation  has  undergone  many  changes, 
some  more  fundamental  than  any  yet  experienced  by 
the  automobile.  From  horse  car,  to  cable,  to  trolley  was 
indeed  a  metamorphosis.  Accompanying  this  develop- 
ment there  came  about,  also,  changes  in  people's  travel 


habits  and  ways  of  living.  It  is  no  exaggeration  to  say 
that  the  growth  of  modern  cities  as  we  know  them  today 
was  dependent  on  having  available  fast,  dependable  and 
economical  public  transportation. 

The  wheel  of  time  never  stops  in  its  turning.  The 
very  causes  of  change  are  themselves  affected  by  the 
forces  which  they  loosen.  So  it  is  with  the  automobile, 
creator  of  the  demand  for  greater  speed  and  luxury. 

Just  as  the  automobile  itself  worked  a  revolutionary 
change  in  the  travel  habits  of  this  and  other  countries, 
so  has  it  in  turn  been  affected  by  the  march  of  time. 
Even  Ford,  the  original  and  last  disciple  of  economy  and 
utilitarianism  as  the  guiding  principles  in  automobile 
manufacture,  succumbs  at  last  to  the  demand  for  beauty 
and  style  in  travel. 

Utility  and  economy  are  still  the  determining  factors 
in  the  success  of  a  public  transportation  system.  But  the 
growing  demand  for  style  and  speed  seems  to  be  irre- 
sistible, and  affects  every  means  of  travel — public  as  well 
as  private. 

Small  Systems  Can  Be  Made  to  Pay 

PROGRESSIVE  management,  in  the  final  analysis, 
must  be  recognized  as  the  necessary  impetus  to  make  a 
property,  large  or  small,  show  a  satisfactory  earnings 
statement.  With  it  the  problem  is  relatively  easy ;  with- 
out it  little  or  nothing  can  be  accomplished.  Mere  big- 
ness in  itself  is  a  help  in  making  both  ends  meet,  but  even 
on  the  largest  properties  mistaken  policies  frequently 
have  led  to  disaster.  On  the  small  property  there  is  little, 
if  any,  leeway.  The  management  must  be  ever  on  the 
alert  to  grasp  every  means  of  improving  conditions  and 
must  leave  no  stone  unturned  to  uncover  sources  of 
revenue  and  means  of  reducing  expense. 

The  record  of  the  Durham  Public  Service  Company, 
as  published  in  the  issue  of  this  paper  for  Nov.  26,  is 
of  particular  interest  to  managements  in  small  cities  con- 
fronted with  difficult  problems.  Here  is  a  city  of  only 
45,000  inhabitants,  with  a  railway  system  that  had  been 
allowed  to  run  down  until  there  was  not  even  enough 
revenue  to  cover  operating  expenses,  let  alone  provide 
for  deferred  maintenance.  Some  car  routes  were  render- 
ing a  needed  service,  while  others  showed  heavy  traffic 
losses  with  little  hope  of  regaining  the  business. 

Faced  with  this  serious  situation  the  management 
made  a  number  of  radical  changes.  Some  of  the  car 
routes  were  abandoned  entirely  and  the  cost  of  track 
maintenance  saved.  Buses  were  substituted  and  so 
routed  that  they  gave  a  service  that  pleased  the  patrons. 
New  territory  which  had  developed  was  served  by  the 
buses,  and  special  routing  in  the  rush  hours  permitted 
greater  efficiency  in  handling  many  of  the  workers,  be- 
sides keeping  them  off  the  regular  cars.  Modern  cars 
were  introduced  on  the  rail  lines  that  were  retained. 
These  made  a  marked  improvement. 

Best  of  all,  these  changes  brought  increased  revenue. 
From  a  low  point  of  $147,074  gross  revenue  in  1925,  the 


1012 


ELECTRIC  RAILWAY  JOURNAL 


VoL70,  No.2i 


revenue  has  gone  up  to  more  than  $200,000  for  the  cur- 
rent year,  an  increase  of  36  per  cent.  The  changes  were 
so  well  planned  that  the  operating  expenses  in  the  same 
time  have  increased  only  from  $152,919  to  $177,840,  or 
17  per  cent.  Accordingly  the  net  result  has  changed 
from  an  operating  deficit  of  $5,845  in  1925  to  a  balance 
of  $22,410  for  this  year. 

Results  of  this  sort  are  an  effective  refutation  of  the 
statement  so  often  made  that  an  electric  railway  system — 
or  in  fact  any  public  transportation — cannot  succeed  in 
a  small  city.  It  shows  that  quality  of  service  and  a 
willingness  to  give  the  public  what  it  wants  and  needs 
are  the  real  bases  of  success,  and  that  the  handicaps  inci- 
dent to  small  size  can,  at  least  in  some  instances,  be 
overcome. 


An  Interesting  Parallel  Drawn  by 
Mr.  Mencken 

HL.  MENCKEN,  editor  of  the  American  Mercury, 
has  done  utilities,  but  particulatly  the  electric  rail- 
ways, a  real  service  in  an  article  "The  Banks  and  Their 
Customers,"  contributed  by  him  to  the  Baltimore  Sim. 
It  may  at  first  seem  a  far  cry  from  this  subject  to  that 
of  the  utilities,  but  Mr.  Mencken  makes  the  transition 
with  all  the  writing  grace  so  characteristic  of  the  man. 

After  saying  that  no  man  wants  to  put  his  money  into 
a  bank  that  is  not  making  money  he  slips  over  into  a 
consideration  of  the  matter  of  the  right  of  the  United 
Railways  &  Electric  Company  to  an  adequate  fare.  He 
admits  he  is  discreetly  silent  about  the  original  financing 
of  the  company,  but  he  asks  why  the  desire  predom- 
inates in  some  quarters  to  try  to  remedy  a  situation  he 
considers  bad  by  making  the  stock  worth  even  less  than 
it  is  today  and  by  carrying  the  funded  debt  along  with  it. 
The  questions  he  wants  answered  are  how  the  company 
is  going  to  improve  its  service  without  money,  and  how  is 
it  going  to  get  any  money  without  selling  either  stock  or 
more  bonds.  According  to  Mr.  Mencken,  the  villainy 
of  corporations,  and  especially  public  service  corpora- 
tions, is  greatly  exaggerated.  He  thinks  the  Public 
Service  Commission  as  a  regulatory  device  sufficiently 
well  endowed  to  sit  on  any  predatory  corporation  im- 
pulses. 

Similar  things  have  been  said  before,  but  not  just 
the  way  Mr.  Mencken  has  done  it.  As  he  sees  it 
the  United  Railways  needs  help  out  of  the  mud,  not 
another  shove  into  it.  The  point  he  makes  is  incon- 
trovertible that  if  the  United  were  better  oflf  it  could 
afford  to  make  all  of  the  improvements  its  critics  bawl 
for — and  many  more.  It  could  get  money  for  them  at 
low  rates.  Its  securities  would  be  selling  at  higher  prices. 
Investors  would  be  eager  to  support  it.  Now  they  steer 
clear  of  it  and  it  is  pegging  along  on  one  leg,  and  "the 
marvel  is  that  it  is  able  to  operate  its  cars  at  all." 

The  company  does,  of  course,  need  help  badly.  There 
is  no  doubt  of  that,  although  there  is  a  little  bit  of 
exaggeration  in  the  Mencken  manner,  particularly  in  his 
colorful  portrayal  of  the  railway's  plight.  But  all  that  he 
says  is  essentially  true.  One  cannot,  as  the  late  Elbert 
Hubbard  said,  feed  calves  a  mixture  of  chalk  and  water 
and  expect  them  to  thrive.  Yet  far  too  often  the  public 
utility  calf  has  been  expected  to  thrive  on  just  such  sub- 
stitute for  a  substantial  fodder  in  the  form  of  an  ade- 
quate fare.  The  difficult  job  is  to  make  the  men 
understand  this  who  try  to  do  business  on  a  working 
capital  of  $70.  And,  as  Mr.  Mencken  says,  they  are  the 
fellows  who  make  a  great  deal  of  noise. 


Knoxville  Should  Watch  Its  Step 

EMINENTLY  fair  is  the  opposition  of  the  Knoxville 
Power  &  Light  Company,  Knoxville,  Tenn.,  to  the 
threatened  program  of  competition  by  bus  by  the  Knox- 
ville Rapid  Transit  Company.  The  railway  has  stated 
its  case  clearly  and  forcefully,  but  with  no  hint  of 
retaliation.  It  is  going  ahead  with  its  program  of  im- 
provements just  as  if  nothing  had  happened  and  proiX)ses 
to  proceed  with  its  plan  to  cut  its  rates  for  light  and 
power. 

Some  persons  might  be  inclined  to  ask  what  the  one 
has  to  do  with  the  other.  Theoretically,  nothing;  but 
practically,  everything.  If  the  city  were  playing  as  fair 
with  the  company  as  the  company  is  with  the  city,  the 
city  would  not  even  entertain  the  bus  proposal,  much 
less  advance  it  beyond  first  reading  in  the  council,  as 
was  recently  done.  This  is  not  a  defense  of  the  com- 
pany; it  is  just  common  sense.  There  is  no  service  that 
the  proposed  bus  operator  can  perform  which  the  railway 
at  Knoxville  cannot  perform  equally  as  well,  if  not 
actually  better.  It  is  co-ordination,  not  competition,  that 
is  needed. 

If  the  city  of  Knoxville  is  not  prepared  to  play  fair  with 
its  railway,  then  what  assurance  has  the  newcomer  that 
the  city  will  play  fair  with  him  ?  It  may  seem  like  antici- 
pating events  to  assume  that  the  city  has  it  in  mind  to  do 
anything  but  play  fair  with  its  railway,  but  cities  have 
been  foolish  in  the  past.  The  railways  have  passed 
through  the  cycle  of  the  horse  car,  the  cable  car  and  the 
trolley,  each  in  turn.  They  must  progress  where  they 
are  to  survive. 

Substitution  and  competition  do  not  spell  progress. 
They  spell  ruination.  Knoxville  can  have  what  it  wants, 
but  it  is  not  on  the  right  road  when  it  does  not  first  ex- 
haust the  means  which  it  has  at  hand  in  securing  what  it 
wants  from  a  responsible  agent.  And  the  responsible 
agent  in  this  case  is  the  Knoxville  Power  &  Light  Com- 
pany. The  city  knows  what  it  has  got  in  that  institution. 
It  does  not  know  what  it  may  get.  But  even  if  the 
company  which  is  seeking  a  foothold  in  that  city  were 
able  to  live  up  to  every  promise  which  it  has  made  the 
city  would  still  be  the  loser.  That  is  an  incontrovertible 
fact. 


Piedmont  Case  Involves  Question  of 
Jurisdiction  of  I.C.C. 

MANY  reasons  exist  for  interest  on  the  part  of  both 
steam  railroads  and  electric  railways  in  the  oral 
arguments  to  be  presented  before  the  Interstate  Com- 
merce Commission  at  Washington  on  Dec.  9  on  the 
application  of  the  Piedmont  &  Northern  Railway  for  a 
certificate  authorizing  the  construction  of  two  extensions 
of  its  electric  lines  in  North  and  South  Carolina.  The 
program  of  that  road  calls  for  the  expenditure  of  more 
than  $20,000,000.  It  is  an  important  case  on  that  account 
alone.  But  more  than  that,  very  grave  questions  about 
the  authority  of  the  commission  appear  to  be  at  stake. 
At  least  three  steam  railroads  are  opposed  to  the  granting 
of  the  application,  and  the  examiner  for  the  commis- 
sion who  heard  the  case  originally  has  recommended 
that  the  application  be  denied. 

It  is  a  long  story,  the  history  of  this  case,  but  some 
of  the  facts  regarded  as  essential  to  an  intelligent  under- 
standing of  the  matter  are  worth  recapitulating.  The 
Piedmont  &  Northern,  an  electric  road  tied  in  with  the 
Duke  power  interests,  has  a  network  of  tracks  which 
serve  virtually  the  entire  rich  Piedmont  area  of  South 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1013 


Carolina.  The  road  seeks  to  penetrate  the  valuable 
textile  and  tobacco  region  of  North  Carolina.  The  case 
arose  when  the  Interstate  Commerce  Commission  asked 
the  company  if  it  intended  to  seek  the  authority  of  that 
body  to  make  the  extensions.  The  road  then  filed  its 
application.  Some  time  later  it  sought  to  have  the  appli- 
cation dismissed,  arguing  that  the  commission  was 
without  jurisdiction.  It  held  that  it  was  not  operated  as 
a  part  or  parts  of  a  general  railroad  system  and  was 
therefore,  by  paragraph  22  of  section  1  of  the  inter- 
state commerce  act,  expressly  excluded  from  the  opera- 
tions of  paragraphs  18  and  21  of  section  1,  under  which 
the  commission  grants  certificates  of  convenience  and 
necessity.  Other  points  that  it  made,  also  points  made 
by  the  opposition,  were  reviewed  in  Electric  Railway 
Journal  for  Sept.  3,  page  407. 

Views  similar  to  those  of  the  electric  railway  appear 
to  be  held  by  the  National  Association  of  Railroad  and 
Utilities  Commissioners.  That  body  contends  the  act  of 
Congress  creating  the  Interstate  Commerce  Commission 
eliminated  spur  tracks,  electric  interurbans  and  industrial 
sidings  from  the  jurisdiction  of  the  commission.  The 
commission  itself  previously  has  been  on  record  in  rate 
cases  that  where  the  service  on  electric  lines  in  interstate 
commerce  was  essentially  local  in  character  the  problem 
of  regulation  was  a  local  one.  The  question  of  "state 
rights"  is  even  said  to  be  involved. 

Eminent  counsel,  headed  by  Charles  Evans  Hughes, 
will  appear  for  the  electric  line.  Regardless  of  the  Inter- 
state Commerce  Commission  decision,  the  case  appears 
to  be  headed  ultimately  for  the  United  States  Supreme 
Court.  Should  the  commission  hold  that  it  lacks  juris- 
diction, it  seems  likely  that  the  steam  lines  will  appeal. 
On  the  other  hand,  if  the  application  is  refused,  as  the 
commission's  examiner  has  recommended,  the  Piedmont 
&  Northern  will  undoubtedly  appeal  to  the  highest  courts, 
after  the  case  goes  through  the  lower  courts.  The  likeli- 
hood of  similar  situations  arising  in  the  future  seems 
remote,  but  it  does  appear  probable  that  the  question  of 
jurisdiction  now  raised  will  be  settled  once  and  for  all. 


Better  Advertising  Copy  Is  Better  Selling 

UNANIMOUS  indorsement  of  the  Better  Copy 
Contest  inaugurated  by  the  Public  Utilities  Advertis- 
ing Association  is  a  foregone  conclusion.  For  who  is 
there  with  mind  so  sluggish  that  doesn't  see  the  danger  in 
advertising  copy  that  either  boasts  vaingloriously,  makes 
subtle  comparisons  or  deteriorates  into  mere  words? 
Advertising  in  the  public  utility  field  has  been  developing 
fast.  It  is  to  encourage  continued  development  and  to 
award  recognition  to  outstanding  advertisements  that 
the  Better  Copy  Contest,  referred  to  elsewhere  in  this 
issue,  is  under  way. 

It  is  inconceivable  in  these  enlightened  days  for  any 
railway  to  presume  to  "carry  on"  without  a  well-planned 
advertising  campaign — modest  financially  though  it  may 
of  necessity  be  in  some  cases.  Most  companies  realize 
that  it  pays  to  advertise  when  the  messages  contain  ideas 
executed  consistently  and  persistently.  Still  "mere" 
copy,  no  matter  how  often  repeated,  will  not  win  the 
man  in  the  street  or  the  private  automobile  owner. 

It  is  not  intended  that  this  should  be  a  treatise  on  the 
elements  of  advertising  copy,  but  the  opening  of  this 
contest  presupposes  recognition  that  the  fundamentals  of 
advertising  to  sell  rides  or  any  other  utility  service  are 

inherent'y    the    same    as    those    for    selling    soap that 

■"rides"  is  a  product  the  need  of  which  the  potential  buyer 
must  feel.    But  in  addition  to  poising  his  copy  from  the 


merchandise    angle,    the    utility    advertising    man    must 
appreciate  the  psychology  of  the  rider. 

It  is  generally  accepted  as  an  advertising  principle 
that  suggesting  one  brand  of  goods  for  another  won't 
win  customers.  Quality,  service  and  even  "super-service" 
must  be  sold.  Advertising  experts  warn  against  selling 
the  copy  rather  than  the  product,  against  demanding 
instead  of  inducing  and  against  exaggeration  and  boast- 
ing. And  herein  is  the  epitome  of  good  advertising 
appeal.  At  a  recent  round-table  discussion  advertising 
men  expressed  the  view  that  85  per  cent  of  general  copy 
today  is  bad,  10  per  cent  is  good  and  5  per  cent  excellent. 
It  is  to  place  utility  advertising  copy  and  especially  rail- 
way advertisements  definitely  and  unequivocally  in  the 
excellent  class  that  electric  railway  men  should  get  back 
of  this  movement  to  stimulate  better  advertising  through 
this  contest. 


Avoid  "Iron  and  Concrete"  Mistakes 

WHILE  at  a  great  distance  from  our  own  country, 
one  of  the  best  rapid  transit  systems  in  the  world 
exists  in  Sydney,  New  South  Wales,  Australia.  Being 
on  the  opposite  side  of  the  globe,  it  is  difficult  to  con- 
ceive of  rapid  transit  in  such  a  far-off  land,  yet  this 
Australian  system,  described  in  the  Nov.  26  issue  of  this 
paper,  is  a  model  after  which  any  city  might  profitably 
pattern. 

Too  often  have  designers  of  rapid  transit  systems 
lacked  foresight.  A  few  subways  have  been  planned  and 
built  which  were  able  to  accommodate  the  population  for 
several  years,  but  often  they  have  proved  inadequate 
within  a  short  period.  Any  subway  line  of  New  York 
City  will  serve  as  an  example  of  this. 

Constructed  of  steel  and  concrete  as  they  are,  it  is 
difficult  or  impossible  to  alter  stations  and  tracks  to 
relieve  congestion.  The  Sydney  City  Railway,  aware  of 
the  fact,  profited  by  the  experiences  and  the  mistakes  of 
others  and  arranged  the  stations,  tracks  and  crossings  to 
permit  the  use  of  an  increasing  number  of  trains  for 
years  and  years.  Furthermore,  extensions  were  planned 
at  the  outset  to  join  the  lines  being  built  and  the  entire 
system  was  laid  out  accordingly. 

Modern  in  every  respect  and  embodying  many  new 
construction  features,  it  portrays  the  result  of  long  study 
and  thought. 

"Flyover"  junctions  to  prevent  crossing  of  tracks  at 
grade  are  used  extensively  by  the  Sydney  systems.  In 
one  station  alone  fourteen  crossovers  are  used. 

Stations,  too,  were  planned  for  efficient  operation  and 
have  been  provided  with  sufficient  tracks  and  island  plat- 
forms to  accommodate  all  trains  without  duplication  of 
car  routes.  The  Central  Station,  for  example,  has  eight 
tracks  and  four  platforms  to  handle  the  suburban  and 
local  lines  of  both  directions.  By  way  of  comparison, 
the  Times  Square  station  on  the  west  side  line  of  the 
Interborough  Rapid  Transit  Company  and  the  Grand 
Central  Terminal  station  on  the  east  side  line  of  the  same 
system,  handling  more  passengers  than  any  other  sub- 
way stations  in  New  York  City,  each  has  but  four  tracks 
and  only  two  island  platforms.  The  Sydney  stations  are 
also  characterized  by  large  platforms  and  ramps  for  en- 
trance and  exit.  They  have  been  designed  to  handle  a 
large  number  of  passengers  in  excess  of  the  present 
normal  flow. 

Designers  of  new  rapid  transit  systems  can  well  profit, 
as  did  the  designers  of  the  Sydney,  Australia,  system, 
])y  avoiding  the  mistakes  committed  by  others  in  the 
l^ast^ — mistakes  sealed  in  iron  and  concrete,  not  to  be 
corrected. 


The  latest  type  of  car  in  Richmond  is  a  distinct  credit  to  the  conununity 


Improved  Service  Pays 

in  Eastern  Virginia 

In  little  more  than  a  year  the  Virginia  Electric  8C 
Power  Company,  under  Stone  8C  Webster  manage- 
ment, has  completely  reversed  public  opinion  in 
Richmond,   Norfolk,   Portsmouth   and   Petersburg 


CORPORATE  descendant  of  the  first  commercially 
successful  street  railway  in  the  world,  the  Virginia 
Electric  &  Power  Company  has  in  a  measure  in- 
herited the  responsibility  which  attaches  to  a  pioneer  and 
to  his  progeny  as  well.  Ever  since  that  day  in  1888  when 
admiring  and  awestruck  citizens  of  Richmond  saw 
Sprague's  crude  street  car  run  past  the  historic  Ballard 
and  Exchange  Hotel  and  on  up 
Franklin  and  Bank  Streets,  they 
have  expected  and  demanded  much 
of  their  local  transportation  compa- 
nies. Add  to  this  a  keen  rivalry,  not 
unmixed  with  jealousy,  on  the  part 
of  citizens  of  several  communities 


"Esprit  de  corps"  is  the  direct  object 
of  the  relations  between  management  and 
employees  of  the  Virginia  Electric  & 
Power  Company.  Here  is  a  representative 
group  of  trainmen  arrayed  in  their  light- 
weight gray  summer  uniforms  and  white 
duck  caps. 


served  by  a  common  utility  company,  sharply  drawn  social 
lines  in  an  atmosphere  of  Southern  aristocracy  and  grow- 
ing industrial  activity,  the  race  problem,  rugged,  irregular 
topography  presenting  steep  grades  and  necessitating  cir- 
cuitous routes,  and  there  is  formed  a  rough  outline  of  the 
basic  conditions  with  which  it  has  been  necessary  to  con- 
tend in  the  historic  Virginia  cities  of  Richmond,  Nor- 
folk, Portsmouth  and  Petersburg. 
These  properties  were  for  many 
years  beset  with  public  misunder- 
standing, bitterness  and  financial 
difficulties.  Yet  since  July  1,  1925, 
when  they  were  acquired  by  the  pres- 
ent owners  and  organized  into  the 


1014 


December  3,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1015 


Virginia  Electric  &  Power  Company,  there  has  been  an 
almost  complete  reversal  of  public  attitude  toward  the 
transportation  company  in  each  of  these  cities.  Bitterness 
and  bickering  have  given  way  to  growing  good  will  and 
understanding  between  the  company  and  its  patrons.  As 
a  direct  result  there  is  a  marked  improvement  in  the  finan- 
cial outlook  for  the  property,  and  every  indication  that 
those  who  had  faith  in  the  possibilities  of  these  trans- 
portation lines  stand  to  profit  substantially  from  their 
investment. 

In  determining  the  underlying  reasons  for  this  com- 
plete change  in  the  situation,  one  needs  to  look  little  fur- 
ther than  the  present  management's  formula  of  "being 
doers  of  the  word  and  not  promisers,"  which  has  been 
so  successfully  applied  by  the  same  interests  on  several 
other  Southern  properties. 

Going  back  for  a  moment  to  get  a  closer  insight  into 


tion  of  the  State  Commission,  this  latter  move  having  been  carried 
through  the  courts  and  finally  confirmed  by  the  Supreme  Court 
of  Virginia. 

But  as  a  corrollary  to  this  litigation,  ill  feeling  sprang 
up  between  the  various  city  councils  which  resulted  in 
deadlocking  these  bodies  in  the  matter  of  franchise  nego- 
tiations so  that  matters  dragged  in  each  of  the  several 
cities  over  a  long  period — since  1909  in  Richmond. 
Meanwhile,  the  company  also  had  been-  conducting  a 
campaign  against  jitney  and  competing  bus  operation, 
which  incurred  the  antagonism  of  many  who  found  these 
vehicles  convenient  and  rapid  forms  of  transportation. 
To  olTset  losses  created  by  jitney  and  private  bus  line 
competition,  a  number  of  railway  lines  were  abandoned, 
principally  in  Norfolk  and  Portsmouth,  where  the 
losses  were  greatest,  and  increased  fares  were  urged 
and  obtained  through  the  State  Commission,  thus  further 
vexing  an  already  irritated  public. 
To  add  fuel  to  the  flames,  a  strike 
was  called  in  1922  on  all  the  railway 
lines.  This  was  won  by  the  com- 
pany. But  again  there  was  a  bad 
aftermath.  Unfriendly  labor  ele- 
ments employed  their  influence  in 
the  various  councils  to  the  end  that 
action  on  applications  for  franchises, 
rerouting,    jitney    elimination    and 


fti^i  . 


An  example  of  resuhs  accomplished  in  the 
cfFort  to  make  street  cars  in  Richmond 
more  attractive.  An  exit  treadle  is  pro- 
vided at  the  rear  of  the  rehabilitated  car 


the  conditions  which  existed  when 
Stone  &  Webster  took  hold  of  these 
properties  in  the  Old  Dominion,  one 
must  return  to  the  general  public 
attitude  toward  transportation  in 
Richmond  and  its  neighboring  cities. 
During  early  promotional  days  there 
had  been  ill-advised  over-construc- 
tion of  lines  by  competing  companies, 
imtil  the  railway  mileage  was  far  out  of  proportion  to  the 
density  of  population.  Inevitably,  consolidations  and  re- 
ceiverships followed ;  yet  the  public  would  not  permit  the 
discontinuance  of  any  of  the  lines.  Under  the  regime  of 
the  Virginia  Railway  &  Power  Company,  the  predecessor 
of  the  present  company,  the  properties  in  Norfolk  and 
Portsmouth  had  been  acquired,  and  with  them  a  rivalry 
between  the  citizens  of  Tidewater  and  Piedmont,  Va.,  old 
as  the  state  itself.  Petersburg,  22  miles  south  of  Rich- 
mond, had  been  part  of  the  group  long  before  the  Tide- 
water utilities  were  added.  The  holdings  also  included 
the  Richmond  &  Petersburg  Electric  Railway,  an  inter- 
urban  line. 

The  situation  of  the  property  on  July  1,  1925,  was 
described  as  follows  by  an  executive  familiar  with  its 
history  and  details : 

Many  operations  had  been  perforjned  on  it  and  it  had  suffered 
many  relapses,  the  consequence  of  which  was  that  the  public  had 
grown  weary  of  hoping  that  the  patient  would  recover.  The 
company  had  a  valuation  made  of  its  physical  properties,  and 
succeeded  in  having  the  State  Corporation  Commission  fix  and 
recognize  a  fair  value  on  each  of  its  several  railway  divisions  and 
on  its  entire  light  and  power  system.  It  also  had  been  successful 
in  having  the  matter  of  fares  on  its  railway  divisions  taken  out  of 
the  hands  of  the  local  city  councils  and  placed  under  the  jurisdic- 


other  legislative  matters  was  postponed  and  delayed. 
Public  ill  will  accompanied  the  general  confusion  and  the 
press  added  its  note  of  censure.  There  was  general  dis- 
satisfaction in  the  tidewater  cities  with  a  service  that  was 
being  controlled  and  directed  altogether  from  one  city, 
Richmond. 

In  the  midst  of  this  travail  was  born  the  Virginia  Elec- 
tric &  Power  Company,  under  the  executive  manage- 
ment of  Stone  &  Webster.  The  new  management  set 
about  dernonstrating  once  more — as  it  has  already  demon- 
strated in  many  other  cities — that  public  support  and 
co-operation,  so  essential  to  success,  can  be  won  through 
straightforward  dealing  and  efficient  operation  despite 
past  prejudices  and  misunderstandings.  In  the  short 
period  of  little  more  than  a  year  there  has  been  worked  a 
marked  transformation  in  transportation  conditions  in 
these  Old  Dominion  communities. 

Soon  after  the  new  management  took  hold  an  executive 
vice-president  was  located  in  Norfolk  to  handle  aflfairs 
in  that  city  and  in  Portsmouth.  A  claim  department  was 
set  up  in  the  seaside  city,  thereby  removing  one  of  the 
old  bones  of  contention,  i.e.,  that  Norfolk  and  Portsmouth 
claims  were  settled  in  Richmond.    Further  harmony  was 


1016 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.23 


Rerouted  electric  railway  lines  and  co-ordinated  bus  routes  give  Richmond  complete 
transportation  coverage  while  eliminating  needless  duplication  of  service 


attained  by  a  rearrangement  of  the  purchasing  department 
so  that  purchases  for  the  Norfolk  territory  are  made  by 
a  local  purchasing  agent. 

Making  Richmond  Riders  Comfortable 


the  Richmond  Rapid  Transit  Com- 
pany, the  competing  bus  company. 
Confronted  with  these  local  prob- 
lems, the  new  management  renewed 
franchise  negotiations  with  the  city  on 
Sept.  1,  1925,  for  a  united  car  and  bus 
service,  and  about  the  same  time,  Sept. 
12,  1925,  purchased  the  Richmond 
Rapid  Transit  Company  at  a  valuation 
determined  by  a  citizens'  committee. 
Leaving  matters  to  take  their  course,  a 
$1,500,000  plan  for  equipment  reha- 
bilitation and  improvement  was 
launched.  Fifteen  40-ft.  treadle-exit 
equipped  44-passenger,  de  luxe  double- 
truck  cars  were  ordered  within  three 
months  after  the  new  management 
assumed  control.  Following  this  im- 
provement, a  survey  of  the  existing 
equipment  showed  that  40  double-truck 
cars  built  in  1911  were  in  such  good 
condition  that  they  could  be  remodeled. 
Work  was  started  on  32  of  these  cars 
to  convert  them  to  one-man,  treadle 
operation,  at  a  cost  of  $4,500  per  unit. 
A  color  scheme  the  exact  duplicate  of 
the  fifteen  new  cars  was  adopted.  In 
addition  to  installing  new  platforms  and  safety  devices, 
air-brake  and  door  valves  were  inclosed,  and  line  switches 
replaced  circuit  breakers. 

By  acquiring  the  rolling  stock  of  the  Richmond  Rapid 


With  a  deadlocked  franchise  controversy  and  stiff  com- 
petition from  an  independent  bus  company,  attributable 
largely  to  the  city's  bitterness  over  losing  an  earlier  rate 
fight,  the  situation  in  Richmond  was  about  as  delicate  as 
can  be  imagined.  Added  to  this  was  an  insistent  demand 
for  better  service. 

Reference  to  a  map  of  the  city  reveals  that  it  is  spread 
over  a  large  area  with  many  irregular  radiating  avenues. 
The  city  is  situated  on  the  seaboard  slope,  so  that  the  new 
residential  section  and  retail  districts  are  on  a  rolling 
plateau,  from  which  to  reach  the  financial  and  business 
districts  one  must  descend  gradients  of  from  6  to  8  per 
cent.  In  the  western  or  new  residential  districts  there 
is  a  fan-shaped  area,  the  inhabitants  of  which  have  re- 
sisted all  efforts  to  construct  railway  lines.  Into  this 
district  went  jitneys  in  large  numbers  and  subsequently 


To  Craddock  ' 


f^^ Car  routes,  36.82  rou+emiles 

S>^   Bus     -        24.79     - 

S  ^      -  Atnndoned  car  and  bus  routes 


——  Car  routes,  122*0  route^m 

Bus      "  85.91       " 

Aboindoned  car  and  bus  routes* 


In  Norfolk  efficient  transportation  service  for  the  community  has 
been  provided  by  the  rerouting  of  some  lines  and  the  elimina- 
tion of  duplicate  or  circuitous  routes 


The  route  map  of  Portsmouth  shows  how  the  principle  of  rerout- 
ing and  elimination  of  duplication  was  applied  in  that  city 


Transit  Company  the  management  obtained  52  buses,  all 
in  fair  mechanical  condition  and  seating  from  18  to  25 
passengers  each.  These  were  completely  overhauled  and 
painted  to  conform  with  the  color  scheme  of  the  new 
cars.  This  rehabilitation  cost  about  $1,600  a  unit.  Fif- 
teen new  buses  were  added  on  Jan.  1,  1927,  when  unified 
service  was  inaugurated  with  a  parade  through  the  city. 
The  company  carried  out  its  promise  to  provide  better 
service  with  a  unified  system,  by  the  operation  of  106 
cars  in  Richmond  on  the  base  schedule.  The  morning 
peak  load  is  handleji  by  62  trippers  and  that  of  the  even- 
ing with  81  extras,  this  representing  an  increased  service 
in  the  rush  hours  of  58  and  76  per  cent  respectively. 
These  routes  in  the  normal  period  are  served  by  fourteen 
units,  with  twelve  extras  in  the  morning  and  thirteen  ex- 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1017 


Here  is  an  example  of  how  the  program  of  modernization  .was  applied  to  the  interior  of  Norfolk's  "1100"  type  cars. 
Hard  cane  and  wood  seats  gave  way  to  leather-cushioned  comfort 


tras  in  the  evening  rush  period,  respectively  86  per  cent 
and  93  per  cent  increase  over  the  former  service.  On  the 
five  other  routes  which  reach  out  into  every  nook  and 
cornei;  of  the  city  and  which  encountered  stitif  gradients 
there  are  28  buses  in  the  base  service.  Ten  additional 
buses  are  operated  in  the  morning  and  eleven  in  the 
evening  peak  hours.  An  accompanying  map  shows  how 
completely  this  service  covers  the  city  while  at  the  same 
time  eliminating  much  former  duplication  of  routes  and 
waste  mileage.  Rearrangement  and  rerouting  of  rail 
lines  resulted  in  the  abandonment  of  5  miles  of  track  and 
the  construction  of  10  miles  of  extensions. 

Briefly  stated,  the  franchise  proposal  included  a  unified 
system  with  35  additional  miles  of  bus  routes  giving  a 
total  of  106  unified  miles  of  route  for  a  maximum  fare 
of  8  cents;  a  7-cent  car  fare  with  1-cent  transfer  car  to 
bus,  and  an  8-cent  bus  fare.  On  May  25,  1926,  the 
Richmond  City  Council  granted  a  30-year  franchise, 
overriding  the  Mayor's  veto  and  making  the  document 
official  as  of  Aug.  19,  1926.  Thus  there  was  obtained  in 
less  than  a  year  an  agreement  that  had  been  sought 
since  1909. 

A  measure  of  the  efTect  of  the  improvements  made 
upon  the  patronage  in  Richmond  is  given  by  the  following 
figures : 


RICHMOND  RIDING  AND  REVENUE  FOR  FIVE  YEARS 


Revenue 

1922      $2,087,366 

1923      2,493,541 

1924      2,488.003 

1925      *2,638,278 

1926      3,075,536 


Car...   49,460,119  1 
6,678,352  / 


Bus.. 


Gross 

Riding 

47,093,144 

56,074,296 

55,282,316 

*53,081,943 

56,138,471 


*  Sept.  I S,  1 925,  the  Richmond  Rapid  Transit  Corporation  buses  were  acquired. 


When  examining  these  figures,  one  must  bear  in  mind 
a  number  of  factors :  Touring  car  jitney  competition,  in 
1922,  was  reduced  almost  400  per  cent  by  an  ordinance 
of  June  8,  1922.  which  confined  such  operations  to  the 
western  "fan"  residential  area  not  conveniently  covered 
by  street  cars;  a  6-cent  fare  until  Sept.  1,  1926,  a  7-cent 
fare  thereafter ;  bus  fare  at  8  cents  and  1  cent  for  trolley 
to  bus  transfer.  The  figures  for  the  first  five  months  of 
1927  show  a  continued  improvement: 


RICHMOND  GROSS  RIDING  BY  MONTHS 

1927  1926 

January    4,710,658  4.142.405 

February  4,255,614  3.860,945 

March  4,696,864  4,354,750 

April  4,647,669  4.265, 1 79 

May  4,641,048  4,379,827 

Total     22,951,853  21,003,106 

Comparing  these  passenger  totals  with  those  of  the 
revenue  totals  for  the  same  five  months  period,  i.e., 
$1,299,070  (1927)  and  $1,310,151  (1926),  reveals  an 
increase  in  riding  and  a  slight  drop  in  revenue,  attributed 
to  the  more  liberal  transfer  system  and  to  the  fact  that 
improved  bus  facilities  drew  more  riders  in  the  residential 
districts.  Bus  riding  in  1926  was  12  per  cent  of  the 
total  as  against  18  per  cent  in  the  same  five  months 
of  1927. 

Reversing  Public  Opinion  in  Norfolk 

The  situation  in  Norfolk  was  in  some  respects  similar 
to  that  in  Richmond.  The  predecessor  company  had  been 
operating  the  property  of  the  Norfolk  Railway  &  Light 
Company,  whose  99-year  lease  dates  from  June.  1906. 
Jitney  competition  was  running  wild  all  over  the  city — at 
one  time  there  were  250  passenger  cars  and  buses,  with 


The  company's  buses  arc  housed  in  modern  brick  and  concrete  garages  of  this  type 


1018 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70.  Noli 


separate  service  for  the  colored  population,  the  buses 
in  this  case  manned  by  negro  operators.  This  competition 
represented  25  per  cent  of  the  total  traffic.  Under  date 
of  July  18,  1921,  an  ordinance  was  drawn  by  A.  Merritt 
Taylor,  City  Manager,  which,  though  it  contemplated  the 
elimination  of  jitneys,  included  requirements  for  future 
track  extension  and  maintenance  expenditures  which  were 
considered  by  the  company  to  be  dangerous.  In  1924, 
failing  to  oJatain  curtailment  of  bus  competition,  rail 
service  was  curtailed.  This  led  the  city  to  look  with 
favor  upon  extension  of  the  competing  bus  service.  The 
situation  became  further  involved  by  the  company's  plea 
for  a  further  cut  in  service  and  its  effort  to  get  paving 
relief.  Behind  all  this  was  the  public's  antipathy  toward 
a  Richmond-dictated  operation. 

This  was  about  the  situation  when  the  new  management 


as  were  air-operated  fare  boxes  and  window  wipers.  The 
control  was  changed  to  the  chair-level  type  K-75.  Auto- 
matic slack  adjusters  and  variable  load  brakes,  concealed 
brake  control  and  door-control  piping  and  door  engines 
set  in  cabinets  over  the  doors  are  some  of  the  other 
refinements  on  these  cars.  The  rehabilitation  cost  per 
car  was  approximately  $6,000.  In  addition  to  this  reha- 
bilitation, the  company  purchased  ten  new  43-ft.  treadle- 
exit  cars  which  were  delivered  in  the  late  spring,  and 
which  included  35-hp.  motors  and  genuine  leather-uphol- 
stered twin-design  spring  seats,  space  30-in.  centers.  The 
specifications  also  called  for  concealment  of  all  control 
apparatus  and  valve  piping.  Electric  heaters  were  in- 
stalled in  the  valve  boxes  to  prevent  cold  weather  troubles. 
Bus  service  was  likewise  modernized  in  Norfolk. 
■There   are   now   in   use   there   twenty-five   29-passenger 


Parades,  in  which  civic  leaders  joined  enthusiastically,  marked  the  installation  of  new  buses  in  Richmond  and  Petersburg 


took  hold.  The  first  step  was  the  adoption  of  a  policy 
of  frank  discussion  of  the  wastefulness  of  competition 
and  an  effort  to  determine  just  what  kind  of  a  trans- 
portation system  would  be  in  the  city's  best  interest.  An 
ordinance  was  soon  passed  providing  for  unified  opera- 
tion of  cars  and  buses.  Some  of  the  independent  routes 
were  purchased  at  values  determined  by  the  city. 

On  Oct.  26,  1926,  an  ordinance  was  passed  which 
authorized  the  abandonment  of  36.82  car  route-miles. 
A  rerouting  and  building  program  was  undertaken  which 
involved  an  expenditure  of  $750,000.  As  in  the  case  of 
Richmond,  particular  attention  was  paid  to  the  improve- 
ment of  cars.  Sixteen  cars  of  the  double-end,  two-man 
type  were  converted  for  one-man  operation  with  an  exit 
treadle.  Twin  leather  seats  with  air  cushions  replaced 
rattan-wooden  seats.  A  26-in.  aisle  was  provided. 
Stanchions  and  grab  handles  of  aluminum  were  installed, 


buses  with  treadle  rear  doors,  plush  or  leather  seats  and 
metal  shoe  air  brakes ;  five  25-passenger  vehicles  with 
similar  equipment,  and  twenty-six  21 -seat  units. 

Experiments  with  the  seating  arrangement  of  the  Bir- 
ney  cars  in  service  on  the  property  were  made.  This  was 
dictated  by  dissatisfaction  resulting  from  the  mixing  of 
white  and  colored  passengers.  Finally  it  was  found  that 
transverse  seats  on  one  side  of  the  cars  and  a  long  bench 
on  the  other  side  wer6  acceptable  to  the  public.  The 
operators  on  former  negro  buses  were  changed  to  white 
employees.  The  white  patrons  are  now  using  these  buses, 
particularly  since  they  were  equipped  with  rear  treadle 
doors. 

In  the  track  construction,  dirt  and  cinder  ballast  has 
been  succeeded  by  crushed  stone  and  slag.  Bronze  bonds, 
creosoted  wood  ties  and  twin  steel  ties,  thermit  welding 
and  122-lb.  A.E.R.A.  rail  are  being  used. 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1019 


A   comparison   of    operating   results   in    Norfolk    for 
the  past  five  years  is  given  by  the  following  figures: 

NORFOLK  REVENUE  OVER  FIVE  YEARS 

Revenue  Net  After 
from  Operating  Vehicle- 
Transportation  Expenses  Miles 

1922                       $1,643,581  $483,713  5,465,310 

1923  1,697,178  592,272  5,549,964 

1924      ...  1,581,650  529,348  5,429,982 

1925 1,512,722  505,722  5,292,585 

1926  '.'. *l, 970,480  350,015  8,746,616 

*  Revenue  from  acquired  buses  $462,466. 

Large  drop  in  net  due  to  deficit  on  these  buses. 
Notes:     1.   7  to  6  cents  fare  changed  February,  1922. 

2.  June  10,  1923 — 6i-cent  toKen,  7  cents  cash,  and  2)  cents  school. 

3.  Bus  earnings  not  a  factor  until  1926,  when  there  were  3,425,096  bus- 

miles,  representing  40  per  cent  of  total  mileage  and  carrying  2 1  per 
cent  of  passengers. 


On  Jan.  1,  1927,  fares  for  adults  were  changed  from 
6^  to  7  cents  for  one  trolley  zone,  also  from  5  cents  on 
the  negro  and  7  cents  on  the  white  buses  to  8^  cents  (or 
three  tokens  for  25  cents).  A  $1.50  transferable  weekly 
pass  without  restrictions  was  adopted.  The  effect  of 
these  changes  is  shown  in  the  following  tabulation : 


NORFOLK    PASSENGER     REVENUE    COMPARISON, 
JANUARY    TO    MAY,    1926-1927 

Increase  1 927, 
1927  1926  Percent 

January $172,735  $145,952  18 

February 160,967  147,995  9 

March 181,010  160,392  13 

April   188,935  164,103  15 

May 191,636  169,745  13 

$895,283  $788,187  14 

Note;     Operating  revenue:  75  per  cent  railway,  25  per  cent  biw. 

GROSS    RIDES   IN    NORFOLK,   JANUARY  TO    MAY,    1926-27 

Inci'ease, 

1927  1926*             Percent 

January 3,095,356  2,637,737                17 

February 2,869,338  2,699,668                 6 

March 3,149,323  2,955,386                 6 

April 3,291,905  2,999,034                10 

May 3,069,494  2,751,223                12 

15,475,416  14,043,048  10 

Notes:  *1.  In  1926  figures  multiple  zone  rides  were  counted  two  or  three 
times,  against  one  count  under  new  plan.  This  condition  made  extra  rides  9.5 
per  cent  of  total  in  1926. 

2.  Five  months,  1926  —  Buses  39  per  cent  of  mileage,  22  per  cent  rides. 
1927 — 33  per  cent  bus-nniles,  25  per  cent  rides. 

3.  Average  gross  passengers  per  bus-mile  2.2  to  3.6. 

4.  January,  1927,  figures  high  due  to  fact  that  all  jitneys  had  not  been  taken 
over  in  January,    1 926. 

Portsmouth  Problem  Difficult 

In  many  respects  the  Portsmouth  problem  was  the 
most  difficult  faced  by  the  new  management.  The  three 
outstanding  factors  were :  Long  controversy  over  paving 
on  main  thoroughfare;  abandonment  of  three  routes  in 
1924  authorized  by  State  Commission  because  of  tre- 
mendous bus  competition,  which  was  increased  after  the 
strike  in  1922  by  the  participa- 
tion of  ex-carmen  in  bus  oper- 
ation ;  strong  labor  community 
and  insistence  by  city  that  the 
old  company  comply  with  pav- 
ing provisions  of  its  franchise. 

The  new  management  oflfered 
$130,000  for  the  paving  pro- 
gram and  track  construction. 
It  purchased  the  independent 
bus  operations,  paying  on  the 
basis  of  physical  valuation.  In 
addition,  many  of  the  old  oper- 
ators were  retained.  In  a  little 
more  than  a  year  an  ordinance 
was  passed  by  the  city  council 
which  provides  for  monopoly 
of   transportation   in  the  city,       The  new  electric  building 


An  abandoned  single-track  line  in  a  high-grade  residential  section 
of  Portsmouth  has  been  replaced  with  a  busy  double-track  line 

co-ordination  of  cars  and  buses,  changes  in  rates  of  fare, 
and  reduction  of  the  paving  obligation  to  the  point  where 
the  company  only  furnishes  the  concrete  foundation  under 
its  track  area. 

Five  new  cars  for  one-man  operation  with  exit  treadles, 
genuine  leather  seats,  K-75  chair-level  control,  air- 
operated  fare  boxes  and  safety  car  equipment  were  pur- 
chased. Portsmouth  later  was  apportioned  five  of  the 
21 -passenger  buses  purchased  by  the  company.  This  new 
equipment  had  a  strong  effect  in  the  complete  reversal 
of  public  opinion  toward  the  company. 

As  in  the  case  of  Richmond  and  Norfolk,  a  comparison 
of  revenue  for  1926  and  1927  shows  the  direct  effect  of 
the  improvements  that  were  made. 


PORTSMOUTH   OPERATING  REVENUE 

1927 

January $40,645 

February 35,838 

March 39,283 

April 40,053 

May 41,098 


Note:     No  buses  were  operated  until  August,  1926. 


$196,917 


1926 
$18,657 
17,009 
17,830 
18,779 
18,149 

$90,424 


REVENUE   AND   GROSS   RIDES    IN   PORTSMOUTH 

Revenue  Gross  Rides 

1922 $200,735  3,794,393 

1923 260,617  4,974,173 

1924 219,285  4,241,174 

1925 205,722  3,988,939 

1926 310,920  4,585,027 

Note:      1922,  strike.     1923-1925,  growing  bus  competition. 

On  entering  the  scene  at  Petersburg,  a  conservative 
old  Southern  city,  with  fine  homes  and  with  one  highly 


and  interurban  terminal  in  Petersburg  is  a  distinct  civic  improvement 


1020 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.23 


restricted  suburban  residential  section,  the  management 
found  the  Walnut  Hill  exclusive  suburb  residents  object- 
ing to  the  operation  of  a  trackless  trolley  system.  There 
was  likewise  a  demand  for  a  bus  service  to  Colonial 
Heights. 

Again  the  procedure  was  to  act  first  and  talk  afterward. 
A  bus  service  was  established  to  Walnut  Hill  and  Colonial 
Heights.  Track  extensions  were  made  on  Halifax  Street 
and  improvements  made  to  the  equipment  of  the  safety 
cars. 

The  citizens  responded  on  Nov.  16,  1926,  through  an 
ordinance  effective  Jan.  1,  1927,  which  extended  the  fran- 
chise 30  years,  confined  the  paving  obligation  to  restora- 
tion, and  abolished  bus  competition  on  Halifax  Street. 
The  city  approved  an  application  to  the  Corporation 
Commission  for  an  increase  in  fare  from  6  cents  to  6^-7 
cents  with  a  3^-cent  school  fare.  This  ruling  abolished 
a  second  fare  on  a  line  serving  Matoca,  a  suburb. 

Meanwhile,  the  company  addressed  itself  to  improving 
the  interurban  service  of  the  Richmond  &  Petersburg 
Electric  Railway.  A  competitive  bus  line  was  purchased 
and  co-ordinated  with  the  rail  service.  At  present,  four 
round  trips  of  the  limited  trains  are  replaced  by  five 
express  buses  on  a  60-minute  schedule  for  the  22  miles. 
The  remaining  limited  trains  are  now  on  a  67-70-minute 
schedule.  Fares  are:  Bus,  75  cents  straight;  railway, 
one  way  with  transfer,  Petersburg-Richmond,  60  cents ; 
Richmond-Petersburg,  67  cents,  5  cents  less  if  tickets  are 
bought  at  terminals.    A  50-ride  book  is  sold  for  $16.50. 

The  following  figures  show  the  operating  results  in 
Petersburg  during  the  five  years  from  1922  to  1926: 


Revenue 

\lll JI93,086 

XS 203,352 

\lii 183,953 

llll 168,547 

"« 1 54,800 


Gross  Rides 
4,248,783 
4,596,993 
4,011,854 
3,471,806 
2.898,942 


With  unified  service  and  buses  on  the  streets  for  the 
first  time  June  1,  1927,  results  for  the  first  five  months 
of  1927  in  comparison  with  1926  were  as  follows : 


PETERSBURG   REVENUE  BY   MONTHS,    1927  AND    1926 

1927  Bus  Proportion  1926 

jMuary $14,996  $4,145  $13,069 

C*™^ 13,571  3,537  12,503 

5*2?" 14.926  3,791  13,311 

«™ 1^,854  3,618  13,190 

•^V 14,570  3,646  13,184 

J72.9I7  $65,257 


The  consolidated  figures  for  the  entire  property  show 
the  combined  effect  of  the  changes  that  were  made  in 
these  four  cities.  The  comparison  is  between  the  first 
five  months  of  1927  and  the  corresponding  months  of 
1925,  just  before  the  property  changed  hands. 


TRANSPORTATION 

. Gross  Earnings — . 

1927  1925 

January $517,459  $369,700 

February 471,099  355,601 

March 521,414  385,880 

^nl 529,751  385,221 

May 530,321  395,201 

$2,570,044  $1,891,603 


. Net  Earnings 

1925 


1927 
$149,656 
148,320 
167,543 
189,796 
188,882 

(844.197 


$108,873 
111,797 
122,167 
123,926 
137,655 

$604,419 


These  figures  indicate  an  increase  in  gross  of  36  per 
cent  and  in  net  of  40  per  cent. 


Closed  Top  for  Double 'Deck  Bus 

CLOSED-IN  tops  for  the  upper  decks  of  its  double- 
deck  buses  has  been  developed  by  Mitten  Manage- 
ment, Inc.  This  provides  complete  protection  from  the 
weather.  For  experimental  purposes  one  of  the  new  tops 
has  been  placed  on  a  Penn -Jersey  Route  3  bus.  If  the 
top  meets  with  the  approval  of  bus  riders  and  proves 
effective  in  operation  it  will  be  made  standard  equip- 
ment over  the  Penn-Jersey  system  wherever  double-deck 
buses  are  used. 

Penn-Jersey  lines  were  chosen  for  this  experiment  for 
three  reasons.  The  long  open  run  over  the  bridge  sub- 
jects passengers  to  unusual  severity  of  wind  and  weather. 


Upper  deck  of  bus  with  closed-in  top 

Bridge  service  is  in  the  nature  of  a  "terminal-to-terminal" 
ride  and  does  not  require  frequent  loading  and  unloading 
as  do  the  city  lines.  The  bridge  buses  do  not  pass  under 
any  low  viaducts  along  their  routes. 

If  the  Penn-Jersey  experiment  proves  successful  it 
will  be  followed  by  the  appearance  of  fully  inclosed  buses 
on  Route  C,  operating  on  Broad  Street,  Philadelphia,  and 
on  the  entire  city  double-deck  bus  system  whenever  and 
wherever  conditions  will  permit. 

The  new  top  has  been  developed  in  response  to  the 
suggestions  of  the  regular  riders  of  double-deck  buses, 
who  find  upper-deck  riding  less  attractive  in  winter 
weather  than  during  the  summer.  Accordingly  the 
opinion  of  passengers  riding  on  buses  equipped  with 
closed-in  tops  will  be  sought  with  information  blanks. 


Public  Service  of  New  Jersey  Has 
Extensive  Telephone  System 

SEVENTY-FIVE  thousand  telephone  calls  daily  made 
through  33  exchanges  in  various  parts  of  the  state  of 
New  Jersey  with  2,500  extension  stations  represent  the 
magnitude  of  the  telephone  business  of  the  Public 
Service  Corporation.  In  addition  to  the  general  ex- 
changes, which  are  connected  with  275  central  telephone 
ofiice  trunks,  Public  Service  has  a  number  of  special-type 
exchanges,  such  as  dial  exchanges  at  the  Kearny  and 
Essex  stations,  load  dispatching  exchanges  of  the  electric 
generation  department  in  the  Newark  Terminal  building 
and  in  Burlington  and  telephone  order-receiving  systems 
in  the  commercial  offices  in  Newark,  Jersey  City,  West 
New  York,  Paterson,  Passaic,  Trenton  and  Camden. 


London  Is  Establishing  a  Policy  on 

TRANSIT  EXPANSION 

Report  of  advisory  committee  urges  establishment  of  com- 
mon fund  and  common  management  for  all  properties 
in  London  district.  Public  control  considered  also  necessary 


LONDON,  like  New  York,  is  seeking  a  way  to  encour- 
age the  improvement  and  extension  of  its  local 
->  transit  facilities.  While  the  subject  is  an  old  one 
in  London,  little  was  done  officially  until  the  passage  of 
the  London  traffic  act  in  1924.  This  authorized  the 
Minister  of  Transport  to  appoint  a  traffic  advisory  com- 
mittee to  consider  the  subject.  Up  to  this  time  the  exist- 
ing systems  have  been  allowed  to  develop  as  best  they 
might,  a  large  part  of  the  street,  railway  system  being 
operated  by  the  County  of  London,  and  the  greater  part 
of  the  bus  and  underground  railway  system,  with  some 
of  the  street  railways  in  the  suburbs,  being  operated  by 
private  initiative  under  a  common  management. 

The  act  authorized  the  appointment  of  an  advisory 
committee  to  report  to  the  Minister  of  Transport  on  pos- 
sible transportation  improvements  in  the  London  Traffic 
Area.  The  ordinary  membership  is  made  up  of  eight 
representatives  from  the  various  boroughs  and  other  dis- 
tricts served,  two  from  the  police  and  one  each  appointed 
by  the  Secretary  of  State  and  the  Minister  of  Transport. 
Besides  these  regular  members  there  are  seven  others, 
four  representatives  from  the  owners  of  the  transporta- 
tion lines  and  three  from  among  their  employees,  to  serve 
when  matters  of  transportation  were  considered. 

In  its  early  inquiries  into  transport  facilities  in  Lon- 
don, made  some  time  ago,  the  committee  found  that 
additional  means  of  transport,  particularly  underground 
railways,  were  greatly  needed,  especially  in  the  north, 
northeast,  east  and  southeast  of  London ;  that  the  present 
competitive  methods  were  wasteful,  uneconomic  and  un- 
necessary, and  that  all  forms  of  public  passenger  trans- 
port under  unified  management,  subject  to  public  control, 
appeared  to  offer  the  only  satisfactory  and  lasting  solu- 
tion to  the  problem  of  passenger  transport  in  London. 
There  still  remained,  however,  the  way  of  bringing  about 
such  a  result.  This  is  outlined  in  a  report  of  the  com- 
mittee made  public  on  Oct.  25,  1927.  Its  proposal,  the 
committee  explains,  is  by  no  means  final.  It  is  put  for- 
ward as  a  basis  of  negotiation  with  all  the  authorities 
concerned,  and  after  they  agree  it  must  then  be  approved 
by  Parliament.  In  its  opinion,  if  its  proposal  is  accepted, 
the  transportation  undertakings  concerned  can  be  made 
self-supporting  without  any  increase  in  the  general  level 
of  fares  now  prevailing. 

The  basis  of  the  proposal  is  the  establishment  of  a  so- 
called  common  fund  and  a  common  management  for  the 
various  undertakings.  The  common  fund  is  essentially 
a  London  plan,  which  has  worked  well  for  a  number  of 
years  with  the  omnibus  and  tube  railways  in  that  city. 
It  has  brought  to  them  most  of  the  advantages  of  consol- 
idation without  a  great  many  of  its  disadvantages. 
Under  the  common  fund  plan  the  bus  and  underground 
railway  companies  in  the  "Underground  Group"  pay 
their  own  operating  expenses,  interest  and   certain   re- 


turns on  their  stocks,  but  then  pool  the  remainder  of 
their  income  into  a  fund,  which  is  distributed  between 
the  constituent  companies  according  to  a  definite  plan. 
The  result  is  that  those  lines  which  are  most  profitable 
help  carry  those  which  are  not. 

It  is  this  principle  of  the  common  fund,  not  consolida- 
tion, that  the  committee  recommends  for  the  future  in 
London.  The  ownership  of  the  existing  undertakings 
would  remain  with  the  present  owners,  whether  they  are 
municipalities  or  private  companies,  though  possible 
exceptions  to  this  principle  or  some  variation  of  it  may 
be  necessary  for  the  small  bus  operators  because  of  the 
small  interests  which  they  severally  represent. 

While  recommending  the  common  fund  system  broadly, 
the  committee  recognizes  that  where  a  system  in  the  past 


Map  of  London's  underground  railways, 
with  suburban  connections 


has  been  unable  to  meet  its  fixed  charges,  the  extent  to 
which  those  charges  should  rank  in  the  revenue  liabil- 
ities would  have  to  be  the  subject  of  negotiation.  Special 
treatment  would  also  have  to  be  given  to  the  municipal 
properties,  as  the  investment  in  them  is  represented  by 
municipal  loans  rather  than  the  usual  form  of  capital 
issues. 

In  connection  with  the  constitution  of  the  common 
fund,  the  committee  also  points  out  that  as  some  margin 
of  current  revenue  must  be  secured  to  establish  a  credit 
for  raising  additional  capital  for  extension  and  devel- 
opment, it  may  be  necessary  to  have  legal  authority  to 
extend  the  period  for  the  repayment  of  loans  raised  by 
the  municipality,  and  that  no  party  to  the  agreement 
should  increase  its  revenue  liability  except  under  proper 
authority  or  increase  its  depreciation  reserve  or  under- 


1021 


1022 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  Noli 


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Bus  routes  within  the  London  district  operated  by  the 
London  General  Omnibus  Company 


take  any  other  agreement  which  would  prejudice  the 
constitution  of  the  common  fund  except  with  the  consent 
of  the  others  or,  in  case  of  dispute,  of  arbitration.  Pro- 
vision should  also  be  made  for  temporary  financing  as 
well  as  for  some  convenient  uniform  basis  for  calculat- 
ing the  reserve  for  depreciation  and  renewals  of  the 
several  properties. 

The  committee  points  out  that  the  various  parties  to 
the  plan  are  of  different  degrees  of  financial  strength  and 
security.  It  would  therefore  be  unfair  to  distribute  the 
common  fund,  at  any  rate  at  first,  in  direct  ratio  to  the 
capital  of  the  diflferent  undertakings.     A  better  plan,  in 


The  solid  lines  show  the  routes  of  the  London  County  Council  Tramways. 
The  dotted  lines  in  the  suburbs  show  through  connecting  routes 


its  opinion,  would  be  to  select  some 
past  year  as  a  "standard  year,"  and 
distribute  the  common  fund  pro  rata 
to  the  contributions  which  the  differ- 
ent undertakings  would  have  made  to 
the  fund  in  that  year,  though  this  rate 
of  division  might  be  modified  later  as 
the  capital  of  the  individual  major 
divisions  is  built  up.  The  balance  re- 
maining, after  the  payment  of  a  rea- 
sonable return  on  the  capital  employed, 
should  be  used  for  any  one  of  the 
following  purposes:  (a)  To  provide 
credit  to  attract  new  capital;  (b)  to 
carry  out  improvements  to  the  existing 
undertakings  ;  (c)  to  reduce  fares  and 
other  charges;  (d)  to  provide  a  gen- 
eral reserve  against  possible  future 
bad  years;  '(e)  to  finance  temporarily 
new  capital  expenditures ;  (  f ')  such 
other  purposes  that  may  be  approved 
by  the  Minister  of  Transport. 

The  report  points  out  that  not  only 
will  a  number  of  economies  result 
from  a  common  management  as  well 
as  a  common  fund,  but  that  a  common 
fund  really  postulates  a  common  man- 
agement. Such  a  management,  be- 
sides operating  the  property,  would 
see  that  all  of  the  undertakings  are  maintained  in  efficient 
order,  and  that  adequate  traveling  facilities  are  provided 
for  the  public  and  that  the  combined  undertakings  are 
managed  so  that  the  earnings  will  be  sufficient  to  meet  all 
proper  charges  and  to  provide  a  reasonable  return  on  the 
capital.  The  question  of  fares  would  also  be  negotiated 
by  the  management  with  the  authorities. 

While  public  control  is  necessary  and  assumed  for  the 
plan  proposed,  the  report  declares  it  should  be  simple  and 
under  one  head,  say  under  that  of  the  Minister  of  Trans- 
port, rather  than  through  various  local  authorities.  Such 
a  single  authority  also  is  in  a  better  position  to  deter- 
mine what  additional  traveling  facili- 
ties are  needed  from  time  to  time  and 
should  have  authority  to  refuse  per- 
mission for  those  that  would  conflict 
with  the  general  plan. 

The  report  also  points  out  the  need 
for  a  fair  degree  of  permanency  for 
any  plan  adopted  and  suggests  a  mini- 
mum period  of  42  years.  Otherwise, 
the  report  says,  it  will  be  difficult  to 
raise  the  necessary  capital  to  expand 
the  system. 

The  report  is  signed  by  Sir  Henry 
P.  Maybury,  chairman  of  the  commit- 
tee, and  by  fifteen  of  the  other  eight- 
een members.  The  three  remaining 
members  add  individual  comments. 
One  of  the  three  considers  the  plan 
"unsuitable,  impracticable,  and  unfair" 
to  the  independent  bus  companies,  and 
one  who  represented  the  main  line 
railways  and  Metropolitan  Railway 
did  not  sign  because  he  wished  to  leave 
them  free  to  dissent  from  the  report 
if  they  wished.  The  third  was  pre- 
vented by  illness  from  attending  the 
meetings,  but  expressed  himself  as  in 
general  agreement  with  the  plan. 


Houston  Electric  Company 

Makes  Qood  Its  Promise 

Delivery  of  twenty  new  cars  including  many  fea- 
tures designed  to  make  them  attractive  and 
comfortable  represents  fulfillment  by  company  of 
agreement    made    at    time    fare    was    increased 


-^m 


RECEIPT  by  the  Houston 
Electric  Company  of  the 
i-twenty  de  luxe  single-end 
city  cars  recently  built  for  this 
rapidly  growing  Texas  seaport  by 
the  St.  Louis  Car  Company  marks 
the  fulfillment  of  promises  made  to 
the  Houston  public  a  short  time 
ago  by  the  railway  management. 
In  fact,  when  the  new  cars  were  recently  paraded  before 
the  eyes  of  an  admiring  citizenry  the  average  man  on  the 
street  had  direct  visual  evidence  that  the  local  railway 
had  not  only  lived  up  promptly  to  its  agreement  to  make 
heavy  investments  in  new  equipment,  but  had  succeeded 
in  developing  for  Houston  a  public  transportation  vehicle 
in  keeping  with  the  energetic  and  progressive  spirit  of 
the  city. 

Thus  the  constantly  growing  co-operation  between  the 
public  and  its  transportation  company  is  beginning  to 
show  the  full  measure  of  its  possibilities  both  for  the 
development  of  the  city  and  the  improvement  of  local 
transportation  service.     Recent  fare  readjustments  au- 


Three-quarter  view  of  the  new  Houston 
car  taken  at  the  Cleveland  convention, 
where  it  attracted  much  attention  from 
railway  men  interested  in  improving  the 
appearance  of  electric  railway  equipment. 
The  method  of  carrying  out  the  streamline 
painting  and  the  use  of  double  headlights 
are  clearly  shown.  The  colors  are:  blue 
below  the  belt  rail,  a  red  stripe  along  the 
rail  and  around  the  dash,  with  cream  be- 
tween the  letterboard  and  the  belt  rail. 


thorized  by  public  officials,  as  re- 
corded in  the  June  18,  1927,  issue 
of  Elfxtric  Railway  Journal, 
were  dictated  not  by  an  ill-advised, 
parsimonious,  rabble-tickling  atti- 
tude of  splitting  pennies,  but  on  the 
business-like  basis  of  permitting 
the  company  to  charge  a  reasonable 
rate,  provided  the  city  could  be 
assured  of  first-class,  up-to-date  transportation  service 
that  would  represent  full  value  for  the  fare  charged. 
These  conditions  the  company  was  entirely  willing  to  ac- 
cept. The  cars  just  delivered,  a  sample  of  which  was  on 
exhibition  during  the  recent  convention  in  Cleveland, 
represent  a  sincere  effort  by  the  company  to  "go  the 
limit"  in  providing  for  Houston  the  finest  type  of  street 
car  which  it  was  possible  to  obtain. 

The  resulting  cars  represent  the  combined  efforts  of 
the  Houston  management,  which  is  under  Stone  &  Web- 
ster, Inc.,  executive  direction;  C.  O.  Birney,  superin- 
tendent of  car  construction  Stone  &  Webster,  and  the 
St.  Louis  Car  Company  to  develop  a  car  to  fit  1928 


1023 


1024 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70.  No.23 


i_t_ 


Semi-steel  construction  is  used  for  the  car  body. 
The  top  sash  is  applied  on  the  outside  of  the 
side  posts.  The  single  wood  floor  is  covered 
with  M-in.  thick  mosaic  rubber  tile 


conditions  and  public  taste.  Mr.  Bir- 
ney,  father  of  the  Birney  safety  car 
which  played  such  an  important  part 
in  tiding  the  industry  over  the  years 
of  high  cost  during  and  immediately 
following  the  war  period,  determined 
to  incorporate  in  the  Houston  car  every 
element  which  could  be  expected  to  win 
public  approval  and  patronage. 

Accompanying  illustrations  show  the 
general  appearance  and  arrangement  of 
the  cars.  They  are  44  ft.  11^  in.  long 
over  all,  8  ft.  8^  in.  extreme  width,  and  10  ft.  high  from 
rail  to  trolley  base.  The  design  is  for  one-man,  single- 
end  operation  and  seats  57  passengers.  A  treadle  at  the 
rear  end  automatically  controls  the  exit  door  at  that 
point.  The  cars  weigh  complete  36,000  lb.  with  four 
Westinghouse  510-A  motors  and  St.  Louis  EIB-64 
trucks.  This  weight  is  divided  18,400  lb.  for  the  car 
body,  9,000  lb.  for  trucks  and  8,600  lb.  for  equipment. 

In  determining  the  general  lines  and  proportions  of 
the  body,  every  effort  was  made  to  give  these  cars  a 
graceful,  streamline  appearance  in  keeping  with  the 
influence  of  the  automotive  vehicle  on  public  taste.  This 
effect  is  accented  in  the  painting  scheme  through  the 
use  of  horizontal  bands  of  color  running  in  unbroken 
lines  around  the  entire  car  and  across  both  the  front 
and  rear  doors.  A  skirt  around  the  bottom  of  the  car 
helps  to  carry  out  this  scheme  by  eliminating  breaks 
in  body  lines  which  usually  occur  at  doors,  steps  and 
bumpers.     A  comparatively  flat  arch  roof  helps  in  ob- 


taining the  effect  desired.  Double  headlights  at  the 
front  end  show  the  automotive  influence  and  insure 
greater  safety  at  night. 

Cross  seats  are  used  throughout ;  even  the  customary 
short  longitudinal  seats  near  the  ends  of  the  body  are 
eliminated.  Due  to  the  fact  that  the  car  is  designed 
for  single-end  operation,  comfortably  upholstered  seats 
could  be  built  around  the  rear  vestibule,  thus  giving  a 
total  seating  capacity  of  57  in  a  car  that  is  less  than  45 
ft.  long  over  all.  This  is  accomplished  with  no  sacrifice 
in  comfort,  however,  for  the  side  post  spacing  is  30  in. 
to  give  wide  windows  and  ample  seating  room.  The 
seats  themselves  are  of  the  twin  type  and  are  stationary. 
They  are  heavily  upholstered  in  Hyaline,  aniline  dyed 
and  hand  buffed.  Convenient  handholds,  mounted  on 
the  outside  curve  of  each  seat  back,  provide  comfortable 
supports  for  standing  passengers  without  detracting  from 
the  interior  appearance. 

One-quarter-inch  thick  mosaic  rubber  tile  covers  the 
car  floor.  Haskelite  headlining  is  used  not  only  in  the 
body  proper  but  in  the  vestibules  as  well,  thus  carrying 
out  a  finished  appearance  in  the  interior  to  the  extreme 
ends  of  each  vestibule.  Center  bowl  type  Safety  Car 
Heating  &  Lighting  Company  fixtures  provide  diffused 
interior  illumination.  At  the  rear  vestibule  windows 
heavy  draped  curtains  of  blue  material  lend  an  air  of 
comfort  and  luxury  to  both  the  interior  and  exterior  ap- 
pearance of  the  car.  The  interior  finish  is  mahogany 
with  nickel-plated  fittings.  The  controller  tops,  handles 
and  valves  at  the  front  end  of  the  car  are  all  nickel- 
plated  to  improve  the  interior  appearance. 

To  facilitate  inspection  of  apparatus  under  the  car, 
the  skirts  along  the  side  of  the  body  are  hinged  in  sec- 
tions to  the  side  sill,  so  that  they  may  be  easily  raised. 
The  body  top  sash,  which  is  applied  in  a  continuous 
frame  on  the  outside  of  the  side  posts,  is  glazed  with 
individual  window  sections  of  clear  glass  below  a  narrow 
rail  set  down  about  one-fourth  of  the  distance  from  the 
top  to  the  bottom  rail,  and  extending  across  two  window 
sections,  cutting  off  each  alternate  upper  sash  stile  to 
form  a  long  narrow  glass  opening  across  each  pair  of 
side  windows.  The  lines  of  this  extra  upper  sash  fram- 
ing are  carried  across  the  doors  with  narrow  rails,  so 
as  to  form  continuous  glass  lines  from  one  end  of  the 
car  to  the  other.  These  top  openings  are  glazed  with 
red  glass  which  is  intended  to  accentuate  the  streamline 
appearance  of  the  body.  Although  the  vestibule  belt 
rails  are  not  in  line  with  the  belt  rail  of  the  body,  but  are 
set  higher,  the  side  glass  lines  are  carried  across  the 
doors,  and  a  broad  stripe  of  paint  along  the  body  belt 
rail  is  carried  across  the  doors  and  around  the  dash. 
This  again  gives  a  streamline  effect,  and  tends  to  offset 
the  break  in  structural  lines  between  the  body  and  the 
end  of  the  vestibule.     Around  the  vestibule  bielt  rail  at 


K 


// ">•  k £ndofside sill \fi--bi      ,    ,.         „/   » 
4'-6j''     ^--■*'-0i-A<-2-(> 


3/-Si  'length  over  body 

44'-jli" Length  over  bumpet 


The  underframe  of  the  Houston  car  is  of  conventional  design  using  steel  angle  side  sills  and  channel  cross-sills  and  bumpers. 
The  underframe  at  the  front  end  is  arranged  for  .inside  entrance  steps 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1025 


each  end  of  the  car  there  is  built  a 
curved  metal  hood,  inclosing  a  circuit 
of  concealed  incandescent  lamps 
which  illuminate  the  dash  at  night. 

Returning  now  to  the  structure  and 
framing  of  the  car,  the  design  fol- 
lows conventional  modern  semi-steel 
construction  practice,  using  wood- 
covered  steel  "T"  side  posts  of  the 
type  first  introduced  widely  with  the 
Birney  safety  car.  An  accompanying 
cross-section  drawing  shows  the  prin- 
cipal body  dimensions  and  the  ar- 
rangement of  posts,  sash  and  roof 
framing  construction.  The  under- 
frame  design  is  also  shown  in  an 
accompanying  drawing.  The  body 
side  sills  are  3-in.  x  2^-in.  x  |-in. 
angles.  The  principal  cross-sills  are 
4-in.  5:}-lb.  channels,  including  the 
end  sills.  Bumpers  are  3-in.  4-lb. 
channels  with  the  flanges  turned  out. 

The  body  floor  is  32-J  in.  above  the 
rail,  with  the  car  mounted  on  26-in. 
rolled-steel  wheels.  No  ramp  is  used  in  the  floor.  At  the 
front  end  the  steps  are  of  the  inside  type,  inclosed  by 
double  folding  doors.  At  this  point  there  are  three  steps 
from  the  rail  to  the  body  floor.  This  brings  the  bottom 
step  very  low,  to  facilitate  easy  entrance.  From  rail  to 
body  floor  the  front  steps  are  12|  in.,  9^f  in.,  and  9{f  in. 
respectively.  The  over-all  front  door  opening  between 
body  and  vestibule  corner  post  is  4  ft.  11^  in.  These 
front  doors  are  controlled  by  the  car  operator  from  the 
Safety  Car  Devices  brake  equipment. 

At  the  rear  end  there  is  a  single  folding  exit  door 
automatically  controlled  by  a  National  Pneumatic  Com- 
pany treadle.    Here  a  single  folding  step  is  used,  making 


Twin,  leather-upholstered  seats,  a  wide  aisle,  center  bowl  illumination  and  draped  blue 
curtains  at  the  rear  end  present  an  inviting  interior  to  passengers,  as  an  inducement 
to  leave  their  automobiles  at  home 


the  heights  from  car  floor  to  rail  13-^^  in.  and  I6/5  in. 
respectively.  Following  the  practice  now  generally  used 
for  automatic  treadle  exit  door  applications  on  one-man 
cars,  the  rear  door  may  be  controlled  directly  by  the 
car  operator  after  the  brakes  are  set,  or  may  be  opened 
from  the  exterior  of  the  car  with  a  key  applied  to  the 
street  fare  collector's  valve,  which  is  part  of  the  equip- 
ment. Since  this  car  is  destined  for  operation  in  a 
Southern  city,  the  automatic  exit  door  provides  the 
solution  for  the  vexing  race  problem  on  one-man  operated 
cars.  Both  white  and  colored  passengers  enter  at  the 
front  end.  Whites  seat  themselves  from  the  front  end 
toward  the  rear,  while  blacks  seat  from  the  rear  toward 


This  full  side  view  shows  how  streamlines  have  been  carried  continuously  across  the  doors  and  gives  a  good  impression  of  the  effect 

produced  by  the  skirt  around  the  bottom  of  the  body.     A  strip  of  narrow  red  glass  is  installed  in  double  window  sections  in 

the  upper  part  of  the  upper  sash,  and  is  also  carried  across  both  front  and  rear  doors 


•k'f------f'-^4' '¥/f''^- 


>^ii<H'J,'-Z'-6i'-A'-Z'-S^'>^i^ 30 


The  Houston  car  is  arranged  for  single-end  operation,  and  is  fitted  entirely  with  cross-seats.    All  seats,  including  those  around  the  rear 
end,  are  luxuriously  upholstered  in  hand-buffed  leather  in  the  effort  to  provide  comfort  and  attractiveness  to  passengers 


1026 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.23 


Comfortable  leather-upholstered  seats  are  carried  around  the  rear 
end  of  the  body,  back  of  the  automatic  rear  exit  door 


Note  the  clean  appearance  produced  in  the  front  vestibule  by  the 
use  of  copper  tubing  for  air  piping 


the  front.  Co'ored  passengers  then  leave  through  the 
automatic  rear  exit,  while  whites  leave  from  the  front 
end  of  the  car.  Both  in  Houston  and  in  many  other 
Southern  cities  where  it  has  been  tried  this  arrangement 
is  said  to  have  proved  entirely  satisfactory  with  the 
public  as  a  solution  of  the  problem  of  one-man  car  opera- 
tion in  combination  with  race  separation. 

One  of  the  most  interesting  and  novel  features  of  the 
equipment  on  these  cars  is  the  method  of  installing  brake 
and  pneumatic  control  apparatus.  Copper  tubing  is 
used  in  place  of  iron  pipe  for  air  lines.  This  makes  pos- 
sible a  number  of  changes  from  conventional  practice 
which  promise  to  eliminate  many  elements  of  cost,  main- 
tenance, time  loss  and  service  interruptions  that  are  now 
experienced.  The  use  of  copper  tubing  simplifies  the 
problem  of  pneumatic  apparatus  installation  and  sub- 
stantially reduces  pipe  friction.  Since  the  tubing  may 
be  readily  bent  to  fit  around  points  which  presented  ex- 
treme difficulties  with  former  iron  pipe  and  fittings, 
it  can  be  installed  much  faster  and  makes  possible  a 
neater  piping  job.  The  results  that  may  be  accomplished 
in  this  direction  are  clearly  shown  in  the  accompanying 
illustration  of  the  front  vestibule  of  the  Houston  car, 
where  no  piping  is  visible  and  where  the  brake  valve  is 
inclosed  in  a  neat  housing  set  up  on  the  dash  and  entirely 
free  of  piping  below. 

Extreme  simplicity  of  piping  installation  and  reduc- 
tion of  bends  and  pockets  to  a  minimum  are  obtained. 
From  the  brake  valve  the  copper  tubing  is  carried  down 
back  of  the  vestibule  dash,  and  then  with  a  single  bend 
is  carried  back  along  the  car  floor  to  the  opposite  end 
of  the  body.  It  is  claimed  that  by  using  copper  tubing  the 
troubles  from  scale  in  iron  pipe  are  entirely  eliminated. 

All  pneumatic  apparatus  and  valves  are  grouped  in  a 
single  box  mounted  under  the  car  floor.  This  box  is 
approximately  11  in.  x  11  in.  x  44  in.,  interior  dimen- 
sions, and  is  fastened  securely  to  the  car  floor  by  four 
bolts,  one  at  each  corner.  In  it  are  contained  the  various 
valves  of  the  brake  and  safety  control  devices.  Two  sides 
of  the  box  are  removable  for  ready  access  to  the  in- 
closed apparatus. 

Electrical  wiring  is  contained  in  flexible  conduit,  in- 
closed in  a  transite-lined  wood  wiring  box."  A  back-up 
device  consisting  of  a  Westinghouse  TC-2  switch  and  a 
PV-3  brake  valve  is  provided  at  the  rear  end  of  the 
car.     ^^ariable  load  brakes,  Westinghouse  DH-16  com- 


pressor, Oskelite  stop  signal.  Economy  power  meters, 
Johnson  air-operated  fare  boxes,  aluminum  stanchions 
and  Hunter  destination  signs  are  used  on  the  cars. 
Other  miscellaneous  equipment  includes  National  Lock 
Washer  type  C  curtain  fixtures,  double-faced  Pantasote 
curtain  material,  Golden  Glow  headlights,  full  Safety  Car 
Devices  equipment.  Curtain  Supply  brass  sash  and  fix- 
tures, Feralun  and  Kass  safety  treads.  Keystone  trolley 
catcher,  Ohio  Brass  trolley  base  and  wheels. 


Electric  Railway  Pension  Plans 

Some  practical  suggestions  for  setting  up  a  sound 

retirement  plan  for  the  employees  of 

a  railway  company 

By  E.  C.  McDonald 
Supervisor  Metropolitan  Life  Insurance  Company 

Mr.  McDonald  here  presents  some  pithy  suggestions 
on  tzvo  of  the  nmin  problems  connected  with  a  sound 
pension  plan.  He  makes  no  effort  to  sell  this  form 
of  better  relations  with  employees,  but  rather  presents 
a  sound  solution  of  the  problem. 

DURING  the  last  year  or  two  American  business  has 
been  giving  increasing  consideration  to  old  age  pen- 
sion plans.  Many  officials  of  street  railway  organizations 
are  confronted  frequently  with  the  problem  of  pensioning 
their  old  and  faithful  employees.  They  see  the  pension 
cost  curve  rising  every  year  with  disturbing  regularity, 
and  naturally  thoughtful  executives  wonder  where  it  will 
end.  The  necessity  for  a  retirement  plan  soundly  set  up 
with  due  regard  to  the  liabilities  involved  has  been  set 
forth  recently  in  articles  and  booklets  such  as  the  fol- 
lowing: "Industrial  Pension  Plans,"  AnnaJist;  "Safe- 
guarding Employees'  Pensions,"  New  York  Times;  two 
articles  on  pensions,  Saturday  Evening  Post;  two  articles 
on  pensions.  Railway  Age;  "A  Study  of  Employee  Pen- 
sion Plans"  published  by  the  National  Metal  Trades  As- 
sociation, and  "Industrial  Pension  Plans  in  U.  S."  issued 
by  the  National  Industrial  Conference  Board. 

The  increased  interest  in  the  whole  subject  has  resulted 
in  the  revision  of  many  retirement  plans  to  conform  to 
modern  pension  practice  not  only  in  industry  but  among 


December  3,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1027 


educational  institutions  and  religious  bodies.  Frequently 
in  considering  the  subject  of  pensions  some  confusion 
arises  because  two  totally  separate  problems  are  com- 
bined into  one :  First,  the  problem  of  correct  accounting 
for  pension  costs,  and  second,  the  problem  of  providing 
the  money  to  pay  pensions. 

Basis  of  Plan 

Let  us  assume  that  the  "Smithville  Electric  Railway 
Company"  has  determined  to  allow  pensions  beginning  at 
age  65  in  an  amount  equal  to  1  per  cent  of  average  salary 
over  the  whole  period  of  employment  multiplied  by  years 
of  service.  The  amount  of  the  pension,  of  course,  may  be 
any  predetermined  sum,  but  it  should  be  based  either  on  a 
fixed  amount,  as  for  example  $50  per  month,  or  a  fixed 
sum  for  each  year  of  service,  as  say  $1  per  month  for 
each  year  of  service :  or  a  fixed  proportion,  as  say  1  per 
cent  of  the  average  yearly  salary.  The  pension  mav  he 
based  on  a  proportion  of  the  final  five  or  ten  years'  salary, 
but  this  basis  involves  unknown  quantities  because  a  ])re- 
diction  as  to  an  individual's  salary  twenty  or  thirty  years 
hence  or  what  the  general  wage  level  will  be  then  is  neces- 
sarily guessing  and  does  not  permit  accurate  mathematical 
treatment. 

Quite  aside  from  matters  of  finance,  it  would  seem  that 
as  the  pension,  once  determined,  is  a  contingent  liability, 
arising  out  of  continuous  service,  and  usually  propor- 
tioned to  the  length  of  service,  this  liability  should  form  a 
proper  charge  against  the  current  operating  cost  of  the 
year  during  which  the  service  was  rendered.  Therefore, 
assuming  the  pension  previously  outlined  of  1  per  cent 
of  average  salary,  if  an  employee  during  the  year  1927 
renders  service  for  which  he  is  paid  $2,000  there  should 
be  set  up  against  operating  expense  a  charge  equal  to 
the  present  value  of  an  annuity — for  every  pension  is  an 
annuity — of  1  per  cent  of  $2,000,  or  $20,  payable  for 
life  from  age  65.  Now,  the  value  of  a  life  annuity  of 
$20  a  year  at  age  65  is,  roughly,  $200,  and  assuming  the 
employee  to  be  25  years  old  in  1927  the  appropriate  charge 
today  would  be  the  present  value  of  $200  forty  years 
hence,  which  is  $41.66.  There  is  no  reason  that  this 
could  not  be  further  discounted  by  the  expectation  of  the 
deaths  occurring  between  ages  25  and  65,  in  which  case 
the  railway  company  should  charge  against  operating 
cost  $26.46. 

A  succession  of  such  entries  during  the  working  life 
of  this  employee  would  build  up  a  credit  to  ofifset  the 
annual  charges  against  operating  cost,  and  the  obvious 
place  for  this  credit  is  an  account  which  might  be  called 
"Pension  Reserve."  It  has  been  assumed  in  the  calcula- 
tions that  the  pension  reserve  account  would  also  be 
credited  each  year  by  interest  at  4  per  cent  as  a  further 
charge  against  operation,  and  in  the  event  that  the  smaller 
of  the  two  figures  noted  above  had  been  adopted  as  a 
basis  and  death  had  been  taken  into  account  in  the  original 
charge,  then  if  an  employee  shoidd  die  the  amount  that 
had  been  credited  to  the  pension  reserve  account  would 
remain  as  a  credit,  whereas  if  the  larger  of  the  two 
amounts  had  been  taken  as  a  basis  of  original  charge  then 
in  the  event  of  the  death  of  an  employee  the  amount 
which  had  been  put  up  in  the  account  during  his  previous 
working  life  would  be  withdrawn  as  an  offset  to  other 
amounts  charged  during  the  year  of  his  death. 

When  an  employee  leaves  the  service  prior  to  pension 
age,  there  results  a  charge  against  the  pension  reserve 
and  a  credit  to  operating  cost  of  the  amount  which  had 
previously  been  set  up  for  his  benefits  with  its  interim 
accretions. 


Looked  at  as  a  group,  the  pension  reserve  account  each 
year  shows  the  following  entries : 

1.  The  total  of  all  the  charges  to  operating  account  on 
a  reserve  for  the  pensions  of  employees  actively  at  work 
during  the  year. 

2.  A  credit  resulting  from  the  charge  to  operating  ac- 
count of  4  per  cent  interest  on  the  total  credit  balance  of 
the  reserve  account. 

3.  A  charge  represented  by  a  credit  to  operating  ac- 
count for  the  total  reserve  heretofore  provided  for  em- 
ployees leaving  the  service  during  the  present  year. 

4.  A  charge  represented  by  a  credit  to  cash  for  all 
amounts  paid  out  as  pensions  to  retired  employees  for 
whom  reserves  had  been  set  up  in  the  past. 

In  view  of  the  permanence  of  such  an  industry  as  a 
railroad  or  a  public  utility,  there  seems  to  be  no  logical 
necessity  of  a  segregation  of  actual  money  in  a  fund  for 
the  eventual  liquidation  of  drawbacks,  not  the  least  of 
which  is  the  effect  on  political  bodies  of  the  appearance 
of  a  huge  sum  of  money  which  has  apparently  been  taken 
from  customers.  The  presence  of  such  a  fund  is  also 
likely  to  lead  and  has,  in  the  past,  led  to  undue  generosity 
on  the  part  of  boards  of  directors,  or  to  a  reduction  of 
the  annual  payments  into  the  fund.  If,  on  the  other 
hand,  the  oj^erating  charges  be  duly  made  and  the  fund 
appears  on  the  "liabilities"  side  of  a  corporate  balance 
sheet,  there  is  small  likelihood  of  criticism  on  the  part  of 
regulating  bodies,  and  the  directorate  is  apt  to  be  more 
careful  of  adding  to  this  liability  than  it  might  be  other- 
wise. Obviously,  in  dealing  with  a  business  of  more 
transitory  nature,  such  as  an  ordinary  industrial  com- 
pany, the  fund  may  be  looked  upon  as  an  added  safeguard 
to  employees. 

Plan  When  Employee  Contributions 
Are  Accepted 

If  employees'  contributions  are  accepted,  they  could 
probably  be  most  wisely  dealt  with  by  segregation  and 
maintenance  either  in  the  hands  of  an  insurance  company 
or  a  savings  bank.  It  is  unlikely  that  any  commercial 
enterprise  is  properly  equipped  to  handle  most  efficiently 
the  weekly  deposits  of  employees.  Unless  the  machinery 
be  extremely  well  organized,  it  is  costly  and  liable  to 
cause  misunderstandings.  In  this  regard  probably  the  life 
insurance  company  is  most  able  to  deal  with  the  whole 
matter  to  advantage. 

For  some  years  it  has  been  the  custom  of  the  president 
of  one  of  our  most  important  railroad  systems  to  give  to 
the  public  each  year  in  newspaper  advertisements  and 
pamphlet  form  an  analysis  of  each  cent  of  disbursement 
which  the  railroad  makes  out  of  every  hundred  dollars 
of  income.  Among  the  items  in  this  analysis  we  find 
$5.34  for  depreciation  of  plant  and  equipment.  This 
item  is  substantially  a  constant.  In  other  words,  the 
proportion  for  depreciation  out  of  every  100  cents  of 
income  would  proba1)ly  not  vary  a  great  deal  from  year 
to  year  and  be  approximately  5^  per  cent  of  total  dis- 
bursements. It  was  further  noted  in  this  analysis  that 
out  of  every  $100  of  disbursement  30  cents  went  for 
pensions  to  retired  employees.  This  item  for  pensions 
as  a  proportion  of  income  has  been  and  will  be  in  the 
future  constantly  on  the  increase,  so  that  its  per  cent 
relation  will  vary  a  great  deal,  for  example  from  1927 
to  1957.  On  the  one  hand,  we  have  an  item  for  deprecia- 
tion set  up  every  year  according  to  sound  accounting 
methods.  On  the  other  hand,  we  have  an  item  for  pen- 
sions which  does  not  reflect  accurately  the  depreciation 
on  the  human  factor.    Stockholders  subscribe  to  account- 


1028 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.23 


ing  methods  which  provide  for  adequate  depreciation 
annually,  and  yet  these  same  stockholders  are  not  being 
properly  charged  for  their  proportionate  share  of  the 
depreciation  on  the  services  of  the  employees  who  produce 
their  dividends. 

In  other  words,  in  the  case  of  this  railroad  it  is  con- 
ceivable that  the  stockholders  of,  say,  1957  will  be  charged 
for  pension  payments  out  of  all  proportion  to  the  depre- 
dation of  plant  and  equipment,  and  this  item  might  pos- 
sibly have  serious  results  in  determining  the  dividends  of 
the  railroads.  The  stockholders  of  1957  should  not  be 
charged  for  pensions  which  arise  out  of  service  rendered 
by  employees  who  are  making  profits  for  the  stockholders 
of  1927,  and  yet  that  is  exactly  what  is  being  done.  It  is 
an  odd  accounting  method  which  demands  that  stock- 
holders of  1927  be  charged  their  proper  share  of  the 
depreciation  of  plant  and  equipment  and  yet  shifts  on  to  a 
future  generation  of  stockholders  the  burden  of  providing 
pension  payments  arising  out  of  service  rendered  in  1927. 

Fortunately  business  management  is  giving  increased 
recognition  to  the  application  of  sound  accounting  meth- 
ods to  the  human  factor  as  well  as  to  materials,  rolling 
stock,  and  manufacturing  equipment,  and  eventually,  no 
doubt,  the  item  of  sinking  fund  or  reserve  payment  on 
account  of  pensions  will  be  a  familiar  item  to  stockholders 
who  examine  carefully  the  annual  financial  statements  of 
their  corporations.  Executives  of  street  railways  and 
electric  roads  will  do  well  to  investigate  carefully  this 
question  of  pensions  for  their  employees,  and  according 
to  the  suggestions  made  in  this  article  if  the  bookkeeping 
entries  are  followed  there  should  be  no  trouble  in  pre- 
paring a  retirement  plan  on  a  sound  basis.  Of  course, 
it  is  well  to  call  in  an  adviser  who  makes  a  specialty  of 
dealing  with  situations  of  this  kind,  but  the  whole  matter 
is  important  and  yet  simple  enough  to  warrant  investi- 
gation. 


The  Readers'  Forum 


A  Substitute  for  Wood  Ties? 

Public  Service  Production  Company 

Newark,  N.  J.,  Nov.  2,  1927. 
To  the  Editor: 

In  the  Sept.  1,  1927,  issue  of  the  Iron  Age  there 
appears  an  article  by  M.H.C.  in  which  he  urges  a  broad 
study  of  steel  ties.  It  is  a  plea  to  the  engineering  organi- 
zations of  the  steel  manufacturers  to  secure  for  steel 
"the  business  that  belongs  to  steel,"  at  the  same  time 
inferring  that  the  reason  why  more  steel  ties  are  not 
being  used  is  because  of  the  fact  that  competitors  of 
steel,  by  virtue  of  greater  foresight  and  business  man- 
agement, have  developed  a  "nearly  satisfactory  substi- 
tute." The  author  apparently  has  taken  the  arbitrary 
attitude  that  steps  should  be  taken  by  the  steel  industry 
to  force  the  substitution  of  steel  for  wood  ties. 

If  the  author  is  sincere  in  his  statement  regarding 
securing  for  steel  the  business  that  belongs  to  steel,  it  is 
quite  likely  that  railway  engineers  generally  will  agree 
with  him,  but  he  certainly  must  be  aware  of  <he  efforts 
during  the  past  20  or  30  years  on  the  part  of  the  steel 
industry,  and  railroad  engineers  as  well,  to  develop  a 
satisfactory  substitute  for  wood  ties.  This  has  not  been 
confined  to  steel  alone  but  to  combinations  of  steel  and 
concrete,  concrete  and  wood  and  steel  and  wood  as  well, 


and  some  of  the  best  brains  in  the  two  industries  have 
been  working  on  this  problem.  M.H.C.'s  viewpoint  is 
somewhat  warped  if  he  thinks  that  it  is  a  question  of 
developing  a  "nearly  satisfactory  substitute  for  the  steel 
tie."  It  has  rather  been  a  case  of  trying  to  develop  a 
more  nearly  satisfactory  substitute  for  the  wood  tie. 

The  tie  committee  of  the  A.E.R.E.A.  has  studied  this 
question  carefully  for  many  years,  and  the  steam  rail- 
roads have  made  many  experimental  installations  of  dif- 
ferent types  of  substitute  ties,  the  reports  on  the  results 
of  these  installations  being  available  to  any  one  who  may 
care  to  study  them.  Certainly  the  electric  railway  indus- 
try has  experimented  with  steel  and  other  forms  of 
substitute  ties  on  a  fairly  large  scale  and  in  many  in- 
stances the  results  obtained  have  been  not  only  unsatis- 
factory but  disastrous  financially  as  well. 

The  question  of  steel  or  other  substitutes  for  the  wood 
tie,  and  in  the  use  of  the  term  wood  tie  we  of  course 
mean  treated  timber  because  no  company  can  afford  to 
use  untreated  timber  for  ties,  is  purely  one  of  economics. 
Does  M.H.C.  mean  to  imply  that  railway  engineers  are 
not  alive  to  the  importance  and  necessity  for  timber  con- 
servation? That  this  is  not  so  is  borne  out  by  the  fact 
that  the  annual  consumption  of  wood  ties  for  renewals  is 
now  approximately  100,000,000,  whereas  if  no  treated 
timber  were  used  for  this  purpose  the  requirements  would 
be  more  than  50  per  cent  greater  than  this  figure.  With 
about  400,000,000  untreated  ties  still  in  service  and  with 
treated  ties  being  installed  at  the  rate  of  about  65,000,000 
per  year,  it  will  not  be  very  many  years  before  the  wood 
tie  situation  will  be  even  more  favorable  than  at  present. 
The  need  for  a  substitute  is  rapidly  disappearing. 

In  discussing  the  above  article  in  the  October  issue  of 
Wood  Preserving  Nezvs,  Grant  B.  Shipley  stated  the 
question  fairly  when  he  said :  "Those  who  make  deduc- 
tions of  cost  trends  from  an  examination  of  raw  material 
values  only  may  be  led  to  a  conclusion  that  railroads, 
which  now  pay  as  much  as  $1.40  for  a  wooden  tie  (which 
at  one  time  could  be  bought  for  75  cents),  must  obtain 
a  substitute  for  such  high-priced  wood.  The  fact  of  the 
matter  is  that  the  75-cent  tie,  which  had  to  be  replaced 
several  times  during  the  life  of  a  treated  tie,  cost  more 
per  year  of  service  than  the  $1.40  tie,  to  which  the 
expense  of  preservative  treatment  is  added.  In  spite  of 
increasing  raw  material  costs,  the  annual  cost  of  wooden 
ties  in  service  is  decreasing  through  better  protection  of 
wood  from  decay  and  mechanical  wear." 

The  success  which  has  been  met  in  the  preservative 
treatment  of  timber  has  not  only  increased  the  life  of  the 
previously  acceptable  timber  for  ties  but  has  also  greatly 
increased  the  field  of  timber  available  for  this  purpose, 
so  that  if  wood  preservation  is  generally  adopted,  we  are 
now  assured  of  a  dependable  and  economical  supply  of 
wood.  While  M.H.C.'s  argument  to  increase  the  steel 
output  2,500,000  tons  per  year  is  commendable  from  the 
steel  manufacturer's  point  of  view,  it  shows  lack  of 
knowledge  of  all  the  facts  regarding  the  situation  that 
actually  exist,  and  it  will  have  to  be  presented  in  a  more 
convincing  way  before  the  steel  industry  would  be  justi- 
fied in  making  any  increase  in  its  present  investment  in 
steel-tie-producing  machinery.  The  questions  raised  by 
M.H.C.  have  been  answered  to  the  entire  satisfaction  of 
the  majority  of  the  railway  engineers  of  the  country,  and 
the  100  per  cent  satisfactory  substitute  for  the  wood  tie 
has  yet  to  be  produced,  although  the  U.  S.  Patent  Office 
records  contain  many  designs  intended  to  accomplish  this 
result.  Howard  H.  Georgf. 

Chairman  Committee  on  Way  and  Structures  A.E.R.E.A. 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1029 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING   STOCK — MISCELLANEOUS — 16 


Sleeve  Arrangement  Solves  Door-Opening  Problem 


CONTROL  of  the  rear  door  on 
one-man  cars  of  the  Connecticut 
Company  in  cases  where  there  is  in- 
sufficient room  to  install  door  en- 
gines has  been  made  possible  by  a 
sleeve  and  rod  arrangement  operat- 
ing independently.  The  sleeve  con- 
trols the  front  door,  while  the  inside 
rod  controls  the  rear  door.  At  its 
top  the  sleeve  is  connected  to  the 
door  by  the  usual  bell  crank  and 
lever.  Within  this  sleeve  is  a  rod 
connected  by  a  similar  bell  crank  and 


lever  to  a  long  horizontal  rod  that  is 
in  turn  connected  to  the  rear  door. 
The  inside  rod  is  operated  by  the 
same  handle  as  the  sleeve  controlling 
the  front  door.  After  the  car  has 
stopped  and  the  front  door  has  been 
opened,  this  handle  is  lifted  off  by 
Ihe  motorman  and  placed  in  a  lower 
position  on  the  rod  to  open  the  rear 
door.  This  device  has  proved  ex- 
tremely useful  at  heavy  loading  and 
unloading  points  and  the  convenient 
arrangement  for  operating  saves  time. 


Sleeve  and  rod  construction 

On  one-man  cars  of  the  Connecticut 
Company  where  there  is  insufficient  room 
to  install  door  engines,  the  front  door  la 
operated  by  a  sleeve  and  lever  arrange- 
ment, while  the  rear  door  is  operated  by 
a  rod  inside  the  sleeve. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING   STOCK — STANDARDS — 11 


Permissible  Variations  and  Clearances  for  Armature  Bearings 


IT  IS  advisable  to  fit  armature 
bearings  with  the  minimum  per- 
missible clearance  to  the  shaft  to  re- 
duce vibration  and  pounding.  Babbitt 
lined  bearings  with  ample  oil  grooves 
should  have  initial  clearances  be- 
fore they  are  pressed  into  housings 
with  the  proper  tonnage  as  follows: 


Plus  Allowance 

Inches  for  Bore  Before 

Nominal  Bore 

Pressing  Into  Housing 

2  to  3  in. 

0.006  to  0.008 

3  to  4  In. 

0.008  to  0.010 

4  to  5  in. 

0.012  to  0.014 

5  to  6  in. 

0.016  to  0.018 

6  to  7  in. 

0.018  to  0.020 

Permissible  Variation  on  Arma- 
ture Shaft  at  Motor  Bearing  Seat — 
With  nominal  diameters  up  to  7  in., 
the  permissible  variations  of  arma- 
ture shafts  at  the  bearing  seat 
should  not  exceed  +  0.0  in.  to 
—  0.002  in. 

Press  Fits  of  Bearings  in  Hous- 
ings —  The     following     permissible 


variations  should  be  observed  to  se- 
cure a  press  fit  of  approximately  3 
to  7  tons: 

1.  The  nominal  bore  of  the  bear- 
ing seat  in  the  housing  should  not 
vary  more  than  0.001  in. 

2.  The  permissible  variations  for 
the  nominal  outside  diameter  of  the 
bearing  is  +  0.002  to  +  0.004  in. 

3.  A  bearing  should  not  be  re- 
turned to  service  if  the  pressure 
required  to  press  it  into  the  housing 
is  less  than  1  ton. 

Allowable  Wear  Between  Shaft 
and  Bearing  Bore — The  maximum 
total  radial  wear  in  service  for 
armature  bearings  of  motors  less  than 
50  hp.  should  not  exceed  s^  in.  total 
between  the  shaft  and  the  bearing 
bore.  For  motors  larger  than  50  hp. 
•hi  in.  may  be  allowed. 

Armature  shafts  which  are  worn 


A  in.  at  the  bearing  seat  should  be 
remachined  to  the  nearest  standard 
undersize. 

Armature  End  Play — Overhauled 
motors  should  not  be  returned  to 
service  with  less  than  3^  in.  or  more 
than  A  in.  total  armature  end  play. 

The  maximum  total  armature  end 
play  in  service  for  motors  less  than 
50  hp.  should  not  exceed  A  in.  For 
motors  larger  than  50  hp.  i  in.  may 
be  allowed. 

The  armature  end  play  should  be 
taken  up  by  the  use  of  -h-in.  washers 
between  the  bearing  flange  and  the 
housing.  Where  this  wear  is  more 
on  one  end  than  the  other,  proper 
adjustment  should  be  made. 

Armature  bearings  should  be 
pressed  into  housings  with  a  hy- 
draulic press.  A  sledge  should  never 
be  used. 


1030 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.23 


Electric  Railway  Journal  Maintenance  Data  Sheet 

BOI.L,ING    STOCK — »nSCEI>LANEOUS — 17 


Bringing  in  Cars  with  Broken  Pony  Journals 


DIFFICULTY  experienced  by  the 
Harrisburg  Railways,  Harris- 
burg,  Pa.,  in  bringing  in  cars  with 
broken  pony  journals  has  resulted  in 
the  development  of  a  rigging  which 
holds  the  axle  firmly  in  place  during 
the  trip  back  to  the  shop. 

The  improvements  made  in  the 
rigging  now  used  consist  of  a  cross 
bar  extending  from  beneath  one  side 
member  of  the  truck  frame  to  the 
similar  member  on  the  opposite  side 
and  of  a  longitudinal  bar  between  this 
cross  bar  and  the  end  of  the  truck 
frame.  To  the  underside  of  the 
longitudinal  bar  is  welded  a  curved 
bearing  which  fits  the  axle.  The 
cross  bar  is  of  high  carbon  steel  of 
octagon  section  and  If -in.  diameter. 
The  flat  bar  used  for  bearing  sup- 
port is  1-in.  x  4-in.  steel.  Cross  and 
longitudinal    bars    are    clamped    to- 


By  a.  F.  Rexroth 

Master  Mechanic  Harrisburg  Kailwajrs, 
Harrisburg,  Pa. 


Lugs  and  axle  seat  are 
welded  in  position.  The 
two  bars  are  clamped  to- 
gether in  a  manner  that 
permits  adjustment  to  flt 
various  trucks. 

Rigging  holding  axle  of 
pony  wheel  truck  in  place 
after  breaking  of  Journal. 


gether  in  such  a  way  that  adjust-  one  corner  of  the  truck  frame  with 
ment  can  be  made  to  fit  the  various  an  ordinary  jack.  The  process  of 
types  of  pony  wheel  trucks.  This  installation  usually  takes  about  ten 
rigging  is  put  in  place  after  lifting  minutes. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING  STOCK — STANDARDS — 1« 


Permissible  Variation  and  Clearances  for 


USUAL  practice  is  to  mount  axle 
bearings  with  a  greater  initial 
clearance  than  is  allowable  for 
armature  bearings,  as  axle  bearings 
as  a  rule  are  not  lined  with  babbitt 
and  are  not  fitted  with  oil  grooves. 
It  is  desirable,  however,  to  make  the 
initial  clearance  as  small  as  possible 
in  order  to  reduce  the  spreading  of 
gear  centers  and  to  minimize  vibra- 
tion and  noise.  Allowable  initial 
clearances  of  from  0.015  in.  to  0.017 
in.  have  given  good  results  in 
service. 

Tolerances  on  Axle  at  Motor  Bear- 
ing —  The  tolerances  recommended 
for  all  sizes  of  railway  motor  axles 
at  the  motor  bearing  seat  are  +  0.002 
in.  to  —  0.002  in. 


Axle  Bearings 

Clamp  Fits  of  Bearings  in  Motor 
Frame — To  secure  a  correct  clamp- 
ing fit,  the  bearing  seat  in  the  motor 
frame  and  the  axle  cap  should  be  ma- 
chined with  a  0.0172-in.  liner  at  the 
split. 

Bearings  should  not  be  returned  to 
service  if  the  axle  caps  will  not  clamp 
the  bearing  tightly. 

The  permissible  variation  of  the 
nominal  outside  diameter  of  the 
bearing  is  +  0  in.  to  +  0.003  in. 

Allowable  Wear  Between  Axle  and 
Bearing  Bore — The  maximum  total 
wear  for  the  axle  and  bearing  bore 
in  service  should  not  exceed  A  in. 
for  motors  up  to  50  hp.  For  motors 
larger  than  50  hp.  J  in.  may  be 
allowed. 


Axles  which  are  worn  at  the  bear- 
ing seat  3^  in.  or  more  on  the 
diameter  should  be  remachined  to 
nearest  standard  size. 

Motor  End  Play  —  Overhauled 
equipment  should  not  be  returned  to 
service  if  the  motor  has  less  than 
3^  or  more  than  J  in.  end  play  on 
the  axle. 

Axle  bearings  should  not  be  re- 
turned to  service  where  the  flange 
wear  is  i  in.  or  more. 

The  maximum  total  motor  end 
play  for  motors  up  to  50  hp.  in  size 
should  not  exceed  i  in.  For  motors 
larger  than  50  hp.  i  in.  may  be  al- 
lowed. Adjustable  axle  collars  may 
be  used  to  correct  excessive  end 
play. 


Jx. 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1031 


Truck  with  Shelves  for 

Moving  Material  About  Shop 

By  Jesse  M.  Zimmerman 

Renewal  Parts  Engineer  Westinghouse 

Electric  &  Manufacturing  Company 

INSUFFICIENT  care  is  given  in 
the  handling  of  parts  such  as  field 
coils,  bearings,  and  so  forth,  as  they 
are  moved  from  the  storeroom  to 
the  shop  for  assembling.  They  are 
usually  carried  into  the  shop  and  laid 
on  the  floor  as  close  as  possible  to  the 
place  where  they  are  to  be  used. 
Many  times  they  are  in  the  way  dur- 
ing previous  operations  before  it 
comes  time  to  use  them.  They  must 
either  be  moved  or  subjected  to  un- 
necessary bumps  and  abuse. 

The  accompanying  illustration  shows 
a  convenient  type  of  truck  with 
shelves  which  will  be  found  par- 
ticularly suitable  for  moving  small 
lepair  parts  about  the  shop  and  to 
the  job.     The  truck  illustrated  was 


Convenient  type  of  ball-bearing  truck  for 
moving  small  repair  parts  about  shop 

designed  by  the  equipment  and 
method  department  at  the  Homewood 
Renewal  Parts  Works  of  the  West- 
inghouse Electric  &  Manufacturing 
Company.  It  is  equipped  with  ball- 
bearing castors,  which  turn  in  a  ball- 
bearing pivot. 

The  material  to  be  used  in  any 
assembling  operation  can  be  placed  on 
one  of  these  trucks  and  moved  about 
the  job  or  shop  with  ease,  placing  it 
in  the  most  convenient  place  for  the 
workman  and  thereby  saving  both 
time  and  material. 


Self -Closing  Commutator 
Cover 

MOTORS  in  operation  on  the 
lines  of  the  New  York  &  Queens 
County  Railway,  New  York  City, 
originally  were  equipped  with  malle- 
able iron  commutator  covers  held  in 
position  by  cam  levers.  When  the 
,  shop    men    neglected    to    fasten    the 


Losing  of  motor  covers  overcome  by  self- 
closing  feature 

covers  properly  after  inspection  or 
repair  work  they  would  drop  off  in 
service  and  were  lost  or  destroyed. 
This  necessitated  a  continual  replace- 
ment with  a  resultant  increase  in 
maintenance  expense. 

A  motor  cover  designed  to  over- 
come this  objectionable  feature  was 
fastened  permanently  to  the  motor 
shell  and  was  provided  with  a  self- 
closing  inspection  door,  as  shown  in 
the  accompanying  illustration.  This 
new  cover  was  made  from  a  solid 
piece  of  f-in.  plate  of  approximately 
the  same  over  -  all  dimensions  as 
the  old  cover.  A  rectangular  hole 
5x15  in.  cut  out  of  the  center  of  this 
plate  provides  for  access  to  the  com- 
mutator and  brush-holders  for  in- 
spection and  repair  work.  The  motor 
shell  was  drilled  and  tapped  and  this 
solid  plate  was  bolted  permanently 
by  |-in.  bolts.  A  sheet  iron  cover  of 
^-in.  plate  was  made  up  to  cover  the 
rectangular  hole  in  the  f-in.  plate. 
This  cover  was  rod  hinged  to  the  f-in. 
plate  and  fitted  with  a  spring  which 
closes  it  and  keeps  it  closed  at  all 
times  when  in  service. 

New  Equipment 
Available 

Combined  Fuse  Puller  and 
Screw  Driver 

FUSE  puller  and  screwdriver  are 
combined  in  a  device  just  placed 
on  the  market  by  the  Trico  Fuse 
Manufacturing  Company,  Milwaukee, 
Wis.  This  little  tool  is  made  of  horn 
fiber  and  is  5  in.  long.  One  end  has 
gripping  jaws  for  handling  small 
cartridge  fuses  ^  in.  to  ^  in.  in 
diameter.  The  other  end  has  a  screw- 
driver for  use  on  small  screws  such 
as  are  used  in  lighting  sockets,  plugs, 
etc.  The  insulation  prevents  shorts 
as  the  screwdriver  blade  is  the  only 
metal  and  this  extends  but  |  in.  be- 
yond the  fiber  handle. 


High-Frame  Guided-Ram 
Hammer 

GREATER  working  space  than  is 
found  in  the  usual  types  of  air 
or  steam  hammers  is  provided  in 
a  type  just  brought  out  by  the 
Chambersburg  Engineering  Company, 
Chambersburg,  Pa.  The  increased 
clearance  between  the  die  and  the 
under  side  of  the  frame  increases  the 
capacity.  Particular  attention  has 
been  given  to  the  cylinder  design. 
Deep  stuffing  boxes  make  better 
joints  and  the  self-draining  cylinder 
dispenses  with  long  delays  necessary 


High-frame  hammer 

to  pump  the  condensate.  The  throttle 
valve  is  of  the  rotary  self -seating  type 
and  the  operating  valve  is  ground  into 
a  removable  cage.  Both  give  great 
steam  or  air  efficiency. 

Correct  vertical  alignment  is  se- 
cured by  machining  parts  in  jigs.  The 
guide-adjusting  wedges  are  positioned 
independent  of  the  guides  and  have  a 
full  bearing  to  avoid  the  rocking 
tendency.  Tie  bars  reinforce  the 
frame  at  the  guides.  The  ram  has  a 
longer  bearing  in  the  guides  and  g^ide 
ways  than  are  generally  employed. 

The  safety  cylinder  cover  provides 
a  cushion  of  live  steam  or  air  at  the 
top  of  the  cylinder  not  subject  to  the 
pumping  of  the  hammer.  This  limits 
the  stroke  to  protect  the  cylinder  and 
eliminates  the  hazard  and  expense  of 
broken  cylinder  covers  in  the  event  of 
rod  breakage  or  loosening. 


1032 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.23 


I 


American  Association  l!iews 


=ea^t. 


Engineering  Association 
Committee  Appointments 

SIX  more  committees  of  the  En- 
gineering Association  have  had 
their  personnel  completed,  according 
to  announcement  from  association 
headquarters.  They  are  given  below. 
In  addition  it  is  announced  that  H.  L. 
Rogers  has  resigned  from  rolling 
stock  special  committee  No.  9  and  that 
his  place  has  been  filled  by  the  ap- 
pointment of  E.  R.  Rath,  Cincinnati, 
Ohio. 

Power  Division — Special  Committee 

No.  1 — Manual  Review 

J.  Walter  Allen,  electrical  engi- 
neer Boston  Elevated  Railway,  Boston, 
Mass.,  chairman. 

L.  W.  Birch,  Mansfield,  Ohio. 

H.  W.  Codding,  Newark,  N.  J. 

John  Leisenring,  Springfield,  111. 

G.  F.  McClellan,  New  York,  N.  Y. 

H.  W.  McRobbie,  Connellsville,  Pa. 

W.  J.  QuiNN,  New  York,  N.  Y. 

A.  Schlesinger,  Jndianapolis,  Ind. 

R.  G.  Winans,  New  York,  N.  Y. 

Power  Division — Special  Committee 
No.    13 — Proper    Trolley    Voltage 
FOR  Congested  City  Districts 
M.  W.  Cooke,  superintendent  power 
and  incline  Pittsburgh  Railways,  Pitts- 
burgh, Pa.,  chairman. 
A.  J.  Klatte,  Chicago,  111. 
H.  S.  Murphy,  Philadelphia,  Pa. 

Rolling  Stock  Division  —  Special 
Committee  No.  2 — Motor  Coaches 
V.  W.  Berry,  assistant  general  man- 
ager of  railways  Virginia  Electric  & 
Power  Company,  Richmond,  Va., 
chairman. 

S.  B.  Cooper,  East  Pittsburgh,  Pa. 
H.  L.  Debbink,  Milwaukee,  Wis. 
William  Downey,  Buffalo,  N.  Y. 
H.  C.  Eddy,  Newark,  N.  J. 

F.  A.  Klock,  Highwood,  111. 

L.  H.  Palmer,  New  York,  N.  Y. 
A.  J.  Scaife,  Cleveland,  Ohio. 
C.  W.  Stocks,  New  York,  N.  Y. 

G.  W.  Wilson,  Schenectady,  N.  Y. 

Rolling    Stock    Division  —  Special 

CoMMiiTEE    No.    10  —  Welding    of 

Wheel  Flanges 

J.  S.  McWhirter,  superintendent  of 
equipment  and  buildings  Third  Avenue 
Railway,  New  York,  N.  Y.,  chairman. 

A.  D.  Bissell,  East  Pittsburgh,  Pa. 

R.  S.  Bull,  Pittsburgh,  Pa. 

J.  A.  Duffy,  Fairmont,  W.  Va. 

C.  F.  Gailor,  New  York,  N.  Y. 

M.  O'Brien,  St.  Louis,  Mo. 

C.  A.  Burleson,  Schenectady,  N.  Y. 

Way    and     Structures     Division — 
Special  Committee  No.  13  —  Joint 
Railway  and  Bus  Terminals 
E.  D.  Eckroad,  chief  engineer  ways 
and  structures   Northern  Ohio  Power 
&  Light  Company,  Akron,  Ohio,  chair- 
man. 


J.  I.  Catherman,  Springfield,  111. 
R.  J.  Custer,  Columbus,  Ind. 
T.  H.  David,  Indianapolis,  Ind. 
D.  J.  Graham,  Youngstown,  Ohio. 
F.  A.  Klock,  Highwood,  111. 

Way  and  Structures  Division — Spe- 
cial  Committee    No.    16 — Founda- 
tions for  Special  Trackwork 
H.  A.  Abell,  engineer  way  and  struc- 
tures New  York  State  Railways,  Roch- 
ester, N.  Y.,  chairman. 
R.  B.  Brokaw,  Peoria,  111. 
P.  A.  Meyer,  Connellsville,  Pa. 
J.  C.  Newman,  Norfolk,  Va. 
J.  H.  Sundmaker,  Cincinnati,  Ohio. 
D.  H.  Walker,  Indianapolis,  Ind. 


Safety  Committee  Announced  by 
Claims  Association 

PRESIDENT  J.  S.  KUBU  of  the 
Claims  Association  has  announced 
the  full  personnel  of  the  committee  on 
safety.  This  committee  is  the  suc- 
cessor of  the  former  committee  on  traffic 
and  safety,  the  membership  of  which 
was  made  up  jointly  from  the  Claims 
and  Transportation  and  Traffic  As- 
sociations.   The  list  of  members  follows : 

H.  K.  Bennett,  safety  manager 
United  Electric  Railways,  Providence, 
R.   I.,   chairman. 

A.  D.  Brown,  Syracuse,  N.  Y. 

H.  E.  Cady,  Utica,  N.  Y. 

J.  R.  Compton,  Birmingham,  Ala. 

R.  H.   Ferguson,  Chicago,  111. 

J.  W.  Giltner,  Akron,  Ohio. 

G.  H.  Ingles,  Richmond,  Va. 

A.  G.  Jack,  Wilmington,  Del. 

P.  W.  Klabunde,  Milwaukee,  Wis. 

T.  C.  Neilson,  East  St.  Louis,  111. 

J.  M.  Orts,  Newark,  N.  J. 

J.  J.  Reynolds,  Boston,  Mass. 


COMING  MEETINGS 

OF 

IBXectric  Railivay  and 
Allied  Associations 

Dec.  7 — Power  Transmission  As- 
sociation, annual  meeting;.  Hotel 
Commodore,  New  York,  N.  Y. 

Jan.  16-17 — Midwest  Electric  Rail- 
way Association,  Hot  Springs,  Ark. 

Jan.  18-19 — Kentucky  Association 
of  Public  Utilities,  annual  meeting 
Brown  Hotel,  Louisville,  Ky. 

Jan.  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Roosevelt  Hotel,  New 
Orleans,  La. 

Jan.  26-27— Centra}  Electric  Rail- 
way Association,  Cincinnati,  Ohio. 

Jan.  5/— New  York  Electric  Rail- 
way Association,  annual  meeting. 
Hotel  Commodore,  New  York,  N.  Y. 


Engineering  Subjects  Announced 

GENERAL  SECRETARY  J.  W. 
WELSH  has  within  the  past  few 
days  sent  to  all  members  of  committees 
of  the  Engineering  Association  the  sub- 
ject assignments  for  1928.  Each  com- 
mitteeman has  been  furnished  with  a 
complete  list  of  all  subjects  for  the 
various  special  committees  in  the  divi- 
sion with  which  he  is  identified,  so  that 
he  will  be  in  close  touch  with  all  the 
work  that  is  being  done  along  similar 
lines  with  that  in  which  he  himself  is 
involved. 


Motion  Picture  and  Sterepricon 
Division  Organized 

pLANS  have  been  completed  for  the 
*■  establishment  of  a  motion  and  stere- 
opticon  picture  division  of  the  adver- 
tising section  of  the  American  Electric 
Railway  Association,  and  distribution  of 
material  is  about  to  begin. 

Two  films,  one  entitled  "Wheels"  and 
dealing  with  traffic  congestion,  its  causes 
and  methods  of  relief,  and  "Carrying 
On,"  a  picture  dealing  with  the  readiness 
of  electric  railways  to  furnish  service 
24  hours  a  day,  rain  or  shine,  now  are 
ready  for  distribution.  These  reels  are 
about  1,000  ft.  each  in  length,  and  re- 
quire from  twelve  to  fifteen  minutes  to 
run.  They  are  captioned  in  such  a 
manner  that  they  may  be  used  in  any 
community.  The  pictures  originally 
were  taken  in  Chicago,  and,  through  an 
arrangement  with  the  Chicago  Surface 
Lines,  thence  were  recaptioned  and  na- 
tionalized. Although  Chicago  scenes 
are  shown,  the  pictures  are  very  general 
in  character,  and  will  be  followwi  with 
interest  wherever  displayed. 

Other  films  are  in  the  course  of  prep- 
aration and  announcements  regarding 
their  completion  will  be  forthcoming 
soon.  At  present,  the  association  plan 
is  to  confine  all  pictures  to  1,000  ft.,  or 
one  reel. 

Standard  size,  non-inflammable  film 
will  be  used  on  all  pictures.  They  will 
be  shipped  in  heavy  cases,  specially 
made  for  this  work.  Films  may  be  either 
bought  outright  or  rented.  Companies 
will  be  charged  for  the  use  of  films  only 
during  the  actual  time  they  are  in  the 
possession  of  companies.  A  minimum 
charge  of  $5  will  be  made  for  the  use 
of  any  film.  For  this  amount  any  mem- 
ber company  may  use  a  film  three  days 
or  less.  A  charge  of  $1  per  day  will 
be  made  for  each  additional  day  that 
each  film  is  in  the  possession  of  any 
company,  regardless  of  whether  it  is 
shown  or  not.  No  charge  is  made  for 
the  time  required  to  send  or  return  a 
film. 

If  two  copies  of  the  same  film  are 
desired  at  one  time  in  order  to  make 
showings  in  more  than  one  place,  the 
rate  will  be  just  double  that  charged  for 
a  single  film.  The  association  is  com- 
pleting arrangements  with  a  Chicago 
still  film  and  camera  manufacturer  to 
supply  members  with  a  stereopticon  film 
service.  The  exact  cost  of  this  service 
has  not  yet  been  determined. 


December  3,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1033 


Service  Readjustments  in 
Providence 

Management  plans  a  number  of  important 

changes  in  the  interest  of  economy 

— To  discontinue  freight 

PLANS  being  made  for  bettering 
transportation  service  in  Providence, 
R.  I.,  as  rendered  by  the  United  Electric 
Railways  are  gradually  being  unfolded 
to  the  public  by  the  management  there. 
These  plans  are  wide  in  their  scope,  ap- 
plying as  they  do  to  nearly  all  branches 
of  the  service.  The  company  is  at  pres- 
ent seeking  permission  from  the  Public 
Utilities  Commission  to  abandon  prac- 
tically all  of  its  trolley  freight  service. 
The  company  has  also  proposed  to  sub- 
stitute one-man  cars  for  the  two-man 
conveyances  now  in  use  on  the  Atwells 
Avenue  line.  Extensive  substitution  of 
one-man  cars  for  the  double-end  vehicles 
on  most  of  the  lines  also  is  planned. 
President  Luke  C.  Bradley  has  denied 
that  one-man  cars  will  be  used  all  over 
the  system,  but  said  the  aim  is  to  "put 
one-man  service  in  Providence  where  it 
will  furnish  service  as  good  as  or  better 
than  is  given  at  present." 

One-Man  Cars  an  Economy 

Mr.  Bradley  said  that  it  is  possible  to 
give  more  frequent  service  at  the  same 
expense  with  one-man  cars  than  with 
the  two-man  cars.  On  such  routes  as  the 
Pawtucket  line,  however,  one-man  serv- 
ice would  not  be  so  satisfactory  as  the 
present  arrangement.  He  pointed  out 
that  the  Eastern  Massachusetts  Street 
Railway,  the  Worcester  system,  the 
Springfield  lines  and  the  Newark,  N.  J., 
service  are  now  "practically  100  per 
cent  one-man  services." 

In  1923,  the  U.E.R.  carried  138,578,- 
000  passengers.  In  1926  it  carried  only 
103,319,000  passengers.  The  company 
carried  1,651,000  fewer  passengers  dur- 
ing the  first  eight  months  of  this  year 
than  during  the  corresponding  months 
of  last  year.  The  monthly  loss  in  gross 
revenue  this  year  has  averaged  between 
$18,000  and  $29,000.  Notwithstanding 
the  decrease  in  patronage  and  gross  rev- 
enue, the  company  has  operated  virtually 
the  same  number  of  miles,  both  by  bus 
and  street  car.  The  service  mileage  in 
1923  was  16,783,000,  whereas  in  1926 
it  was  16,661,000,  a  decrease  in  three 
years  of  only  122,000  miles. 

Despite  this,  net  income  has  improved, 
due  entirely,  according  to  Mr.  Bradley, 
to  economies  in  operation.  Figfures  fur- 
nished the  Public  Utilities  Commission 
recently  showed  the  railway  to  have  ob- 
tained 50.22  per  cent  more  net  income 
in  the  ten  months  preceding  Oct.  31  this 
year  than  in  the  corresponding  months 
of  1926.  For  October  of  this  year  alone 
the  net  income  was  $43,532,  compared 
with  $17,418  for  October  of  last  year. 

Mr.  Bradley  asserted  the  maintenance 


of  railway  service  is  as  much  a  matter 
of  public  concern  and  co-operation  as  it 
is  of  management.  Part  of  the  decrease 
in  railway  patronage  he  attributed  to  the 
great  increase  in  automobile  ownership. 

Mr.  Bradley  specified  one  "useless  and 
unnecessary"  service  as  the  competition 
between  bus  and  railway  lines  both 
operated  over  a  single  route  by  the 
United  Electric  Railways.  In  some  such 
cases,  he  asserted,  neither  the  trolley  nor 
the  bus  routes  pay  at  present,  although 
elimination  of  one  or  the  other  would 
put  the  remaining  service  on  its  feet. 

William  B.  Spencer,  assistant  to  the 
president  of  the  company,  recently  told 
the  Pawtuxet  Valley  Board  of  Trade 
that  the  company  will  discontinue  its 
railway  service  between  Providence  and 
Washington  after  the  first  of  the  year, 
and  will  extend  the  present  bus  service, 
now  operated  as  far  as  Arctic,  to  Wash- 


ington, in  order  to  accommodate  patrons 
now  served  by  the  railway. 

One  of  the  matters  the  company  now 
has  before  the  Public  Utilities  Commis- 
sion is  the  abandonment  of  its  freight 
service.  At  a  recent  hearing  on  this 
subject  Herbert  Shaftoe  for  the  com- 
pany said  he  had  urged  the  abandonment 
of  the  freight  service  after  he  had  dis- 
covered the  yearly  losses  through  an 
analysis  made  at  the  request  of  President 
A.  E.  Potter,  and  after  other  officers 
of  the  company  had  advocated  abandon- 
ment. Mr.  Shaftoe  said  that  early  in 
1924  he  was  requested  by  President 
Potter  to  make  a  study  of  revenues  and 
expenses  of  the  freight  department,  and 
that  at  that  time  another  company 
official  declared  that  "there  was  nothing 
in  the  trolley  freight  business"  and 
ultimately  it  would  have  to  be  aban- 
doned. 


More  Reports  in  Chicago 

City  Council  hears  report  of  Faherty's  foreign  subway  inspections. 

Discusses  plans  for  early  start  on  Chicago's  subways.    Surface 

lines  franchises  to  be  extended  once  more 


ENTHUSIASM  is  on  the  wane 
again  in  Chicago  over  prospects 
for  an  early  beginning  on  the  long- 
delayed  subway  system.  Anticipated 
difficulties  due  to  a  recent  controversy 
between  the  Board  of  Local  Improve- 
ments and  the  City  Council  as  to  which 
body  will  have  authority  to  initiate  sub- 
way construction  seem  to  have  been 
averted  and,  from  that  quarter  at  least, 
harmonious  action  is  now  assured.  The 
present  law  gives  this  power  to  the 
Board  of  Local  Improvements,  with  the 
Council  authorized  only  to  approve  or 
disapprove  the  board's  program. 

Appearing  before  the  local  transpor- 
tation committee  of  the  City  Council  on 
Nov.  22,  following  his  return  from  an 
inspection  trip  of  European  subway 
systems,  Michael  J.  Faherty,  president 
of  the  Board  of  Local  Improvements, 
announced  that  he  is  ready  to  begin 
digging  as  soon  as  the  City  Council 
smoothes  out  the  legal  and  financial  diffi- 
culties. Mr.  Faherty  was  met  as  he  ar- 
rived in  New  York  last  week  by  a  sub- 
committee) of  the  local  transportation 
committee  bearing  the  engineering  plans 
recently  drafted  by  Major  R.  F.  Kelker, 
Jr.,  city  engineer,  for  a  comprehensive 
system  of  tubes. 

In  presenting  his  formal  report  of 
the  inspection  trip  Mr.  Faherty  issued 
this  warning  to  the  Aldermen: 

1  have  been  hearing  aldermen  and  legis- 
lators wrangle  over  subways  for  eight 
years.  I  know  that  unless  the  traction 
people  agree  among  themselves  and  unless 
the  City  Council  and  the  State  Legislature 
agree,  all  of  you  will  be  talking  for  years 
and  nothing  will  be  done.     We  can't  build 


subways  until  provision  is  made  for  both 
surface  and  elevated  lines.  The  city  cannot 
buy  the  elevated  lines  or  build  a  loop  sub- 
way for  them  alone,  because  some  taxpayer 
will  rush  into  court  and  claim  that  the 
city's  traction  fund  was  raised  from  the 
nickels  of  the  surface  car  riders.  All 
parties  must  get  together. 

When  the  City  Council  frames  it  so  that 
we  can  dig  legally  and  when  they  tell  us 
how  to  get  the  money,  the  Board  of  Local 
Improvements  is  ready  to  build  subways 
finer  than  those  in  any  city  in  the  world. 

We  have  nothing  to  fear  from  engineer- 
ing difficulties.  The  Chicago  soil  is  better 
suited  to  subway  building  than  that  of  Lon- 
don or  Paris,  but  in  Berlin,  with  its  sand 
and  gravel  foundation,  they  have  it  easy. 
In  London  they  have  to  dig  down  40  ft.  or 
buy  the  property  overhead.  That  is  one 
problem  we  shall  not  have  to  face. 

One  of  the  first  steps  in  the  program, 
Mr.  Faherty  pointed  out,  will  be  the 
construction  of  a  working  model  of  the 
proposed  system  in  order  to  save  pos- 
sible engineering  mistakes.  The  neces- 
sity for  this,  he  explained,  was  strongly 
impressed  upon  him  when  visiting  the 
London  subways. 

According  to  the  city  Corporation 
Counsel's  oflfice,  three  possible  courses 
are  open  to  the  City  Council  in  over- 
coming legal  and  financial  obstacles. 
First,  the  Legislature  might  be  asked 
to  pass  the  new  transit  bill  which  spe- 
cifically authorizes  subway  construc- 
tion jjy  special  assessment.  This 
method,  although  it  would  be  safest 
legally,  would  be  slow  because  it  would 
be  necessary  to  postpone  construction 
until  the  complicated  questions  of 
transit  congolidation,  home  rule  and 
indeterminate    permits    are    settled    by 


1034 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.23 


legislative  action.  Second,  the  Coun- 
cil might  proceed  with  the  work  under 
the  local  improvement  act  as  it  now 
applies,  taking  the  stand  that  a  subway 
is  simply  a  "lower  level  street"  and 
therefore  no  different  legally  from  a 
new  surface  street,  pavement  or  sewer 
system  built  as  a  local  improvement 
and  paid  for  by  bond  issues  and  assess- 
ments against  the  property  owners 
benefited.  In  such  a  case,  the  Board 
of  Local  Improvements  could  start 
spreading  assessments  at  once,  but  the 
necessary  court  action  on  assessment 
proceedings,  it  was  pointed  out,  might 
cause  considerable  delay.  As  a  point  in 
favor  of  this  system,  several  Aldermen 
recalled  that  between  75  and  95  per 
cent  of  all  property  owners  on  State 
and  Wells  Streets  last  year  agreed  to 
voluntary  assessment. 

The  third  method  suggested  is  the 
appropriation  of  the  present  $55,000,- 
000  city  traction  fund  as  a  special  im- 
provement. This  plan  is  not  being  con- 
sidered very  seriously,  however,  because 
by  using  the  traction  fund  the  city 
would  have  to  forego  the  use  of  assess- 
ment money  unless  property  owners 
would   contribute   a   share    voluntarily. 

Enabling  Bills  Advanced 

As  a  result  of  Mr.  Faherty's  pledge  of 
co-operation  to  the  Aldermen  and  the 
popular  desire  to  speed  up  the  legisla- 
tion necessary  to  effect  a  traction  set- 
tlement and  to  start  building  subways, 
four  of  the  five  transit  enabling  bills 
— those  dealing  with  a  local  transit  com- 
mission, consolidation  of  transit  facil- 
ities, indeterminate  permits  and  the 
amending  of  the  present  act  which 
limits  franchises  to  twenty  years — were 
approved  by  the  full  committee  on  local 
transportation  at  its  meeting  on  Nov. 
29.  The  new  bills  would  give  the  city 
the  added  authority  to  solve  the  trac- 
tion problem.  They  were  immediately 
submitted  to  executives  of  the  compa- 
nies for  examination,  with  the  request 
that  the  latter  meet  with  the  Aldermen 
on  Dec.  9  to  straighten  out  any  differ- 
ences. No  action  was  taken  on  the  fifth 
bill  authorizing  subway  construction. 

For  the  third  time  in  the  past  ten 
months  the  franchises  of  the  Chicago 
Surface  Lines  have  been  extended  again, 
this  time  for  a  30-day  period,  effective 
Dec.  I,  pending  settlement  of  the  entire 
transportation  problem.  Renewal  of  the 
present  extension  under  which  the  street 
car  lines  have  been  operating  since 
Aug.  1  was  approved  on  Nov.  23  by  the 
City  Council.  Although  the  understand- 
ing with  the  companies  had  been  that 
nothing  could  be  done  to  clear  up  the 
franchise  situation  until  the  city  had 
completed  its  draft  of  the  new  traction 
bills.  Mayor  Thompson  has  declared 
that  this  will  be  the  last  extension  that 
will  be  given  to  the  companies.  "The 
companies  have  got  to  come  in  and 
play  ball  with  us,"  he  said,  "or  they 
are  going  to  find  themselves  in  a  bad 
hole  about  Jan.  1." 

In  answer  to  the  Mayor's  ultimatum, 
Leonard  A.  Busby,  president  of  the 
Chicago  City  Railway,  said  that  he  is 
prepared  to  come  before  the  transporta- 


tion committee  at  a  moment's  notice  to 
discuss  the  city's  legislative  measures 
and  negotiate  for  a  settlement.  Mr. 
Busby  agrees  with  the  Mayor  as  to  the 
importance  of  immediate  action,  but 
added  that  it  was  highly  improbable  a 
settlement  could  be  reached  in  30  days. 


Better  Copy  Contest  by  Utilities 
Advertising  Association 

The  Public  Utilities  Advertising  As- 
sociation has  started  a  Better  Copy 
Contest  to  encourage  the  continued 
development  of  public  utility  advertising 
and  to  award  recognition  to  outstanding 
advertisements,  according  to  Donald  M. 
Mackie,  president.  It  will  embrace  the 
entire  field  of  public  utility  operation, 
but  will  be  operated  in  three  distinct 
divisions,  covering  separately  the  fields 
of  electricity,  gas  and  transportation. 

The  national  utility  associations,  in- 
cluding the  National  Electric  Light 
Association  and  the  American  Gas  As- 
sociation, embracing  in  their  member- 
ship practically  all  public  utility  organ- 
izations, have  indicated  their  interest 
in  the  plan  and  have  offered  their  co- 
operation in  assisting  toward  the  suc- 
cess of  the  contest.  To  this  end  ar- 
rangements are  being  made  between 
these  national  associations  and  the 
Public  Utilities  Advertising  Association 
whereby  the  national  bodies  will  make 
the  awards  for  the  winning  advertise- 
ments in  their  respective  fields.  The 
plan  contemplates  the  awarding  of  a 
certificate  of  merit  for  the  best  adver- 
ti.sement  together  with  honorary  award 
for  second  and  third  places  in  each  of 
the  three  fields  of  utility  activity  em- 
braced in  the  contest — electricity,  gas, 
and  electric  and  bus  transportation. 
The  contest  will  be  conducted  by  the 
better  copy  committee  of  the  Public 
Utilities  Advertising  Association,  Ir- 
ving M.  Tuteur  chairman,  and  the 
judging  for  awards  will  be  made  by  a 
committee  of  judges  representing  the 
national  associations. 

The  contest  is  open  to  all  public 
utility  operating  companies  and  will 
cover  advertisements  released  during 
1927  and  the  early  part  of  1928  up  to  a 
date  to  be  announced  by  the  committee. 
All  subjects  dealing  with  public  utility 
operation  and  service  are  eligible  in 
their  respective  divisions  and  will  in- 
clude advertisements  released  in  news- 
papers, periodicals,  by  direct  mail  or 
other  media. 

The  winning  advertisements,  together 
with  a  selection  of  500  advertisements 
chosen  from  among  those  submitted, 
will  be  published  in  the  1928  edition  of 
"500  Representative  Public  Utility  Ad- 
vertisements" to  be  issued  by  the  Public 
Utilities  Advertising  Association  in  the 
coming  midyear. 

The  Public  Utilities  Advertising  As- 
sociation includes  in  its  membership  the 
advertising  and  publicity  managers  of 
practically  all  important  utilities  in  this 
country  and  a  number  in  Canada,  to- 
gether with  representatives  of  publica- 
tions, advertising  agencies  and  organ- 
izations in  the  public  utility  field. 


Baltimore  Considers  Fare 
•  Opposition  Side 

Opposition  to  a  plea  by  the  United 
Railways  &  Electric  Company,  Balti- 
more, to  charge  a  10-cent  fare  instead 
of  the  present  7i-cent  rate  is  now  being 
heard  by  the  Maryland  Public  Service 
Commission.  The  company's  side  of 
the  case  has  been  concluded.  In  an 
effort  to  conclude  the  case  as  soon  as 
possible  both  sides  have  agreed  to  sub- 
mit briefs  on  the  day  the  final  argu- 
ments begin.  The  commission  may  be 
able  to  hand  down  its  decision  before 
the  new  year. 


Cincinnati  Company  Seeks  to 
Accelerate  City's  Program 

The  Cincinnati  Street  Railway,  Cin- 
cinnati, Ohio,  is  seeking  permission  to 
borrow  $750,000  for  track  repair  pur- 
poses in  order  to  co-operate  with  the 
city  in  its  accelerated  street  improve- 
ment program.  Under  the  new  fran- 
chise the  company  was  given  four  years 
in  which  to  make  improvements  to  the 
total  of  $1,750,000.  Practically  one- 
fourth  of  this  amount  has  been  spent 
in  1927.  The  improvements  for  1926 
were  made  out  of  earnings  from  the 
previous  year. 

Under  the  franchise  the  company 
would  spend  approximately  $400,000 
for  improvements  in  1928,  but  as  the 
city  wishes  to  improve  more  streets  than 
this  sum  will  replace  tracks,  it  has  be- 
come necessary  for  the  company  to 
have  more  money. 

The  entire  question  resolves  itself 
into  whether  or  not  the  company  will 
be  permitted  to  anticipate  its  earning 
for  the  next  two  years.  Under  the 
franchise  it  is  not  permitted  to  do  this, 
and  if  Council  grants  permission  to  bor- 
row the  money  it  will  be  necessary  to 
amend  the  franchise  ordinance. 

Walter  Draper,  president  of  the  com- 
pany, said  that  after  the  improvements 
are  made  there  naturally  will  be  less 
annual  outlay  for  track  and  car  mainte- 
nance, and  that  he  also  looked  for  an 
increase  in  patronage. 


Parlor  Car  Service  in 
Scioto  Valley 

On  its  parlor  car  limited  service,  the 
Scioto  Valley  Railway  &  Power  Com- 
pany, Columbus,  Ohio,  is  operating 
luxurious  cars  patterned  after  the  West- 
ern steam  observation  car  equipment, 
except  that  the  rear  platform  is  glass 
inclosed.  A  small  excess  fare  is 
charged,  the  largest  amount  being  25 
cents.  In  this  service  the  public  is  given 
individual  chairs,  deeply  upholstered.  It 
appears  that  the  public  is  appreciating 
this  equipment  as  it  is  liberally  patron- 
izing the  cars.  In  its  passenger  and 
freight  time  table,  the  company  recom- 
mends that  the  "Mount  Logan,"  the 
"Lord  Dunmore"  and  the  "Mount 
Pleasant,"  parlor  chair  cars,  be  used 
by  the  public  for  their  speed,  luxury 
and  economy. 


December  3,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1035 


1928  Model  Proclaimed 
a  Winner 

Brooklynites   turn   out   in   big   numbers   to 
try  out  new  car.     Attractive,  comfort- 
able and  safe.    Management  grati- 
fied at  public's  receptivity 

A  RUSH  HOUR  which  begins  at 
10 :30  and  ends  at  4 :30  is  something 
to  reckon  with  in  railway  travel,  but 
when  the  operators  and  riders  keep  on 
smiling,  that  is  something  to  write  home 
about.  Some  riders  wouldn't  even  leave 
the  car.  One  outspoken  burly  fellow 
who  apparently  had  found  more  than 
bliss  in  married  life  exclaimed :  "I 
wouldn't  go  home  nights  if  I  could  stay 
in  these  seats."  To  which  an  old  and 
wrinkled  mother  responded  enthusiasti- 
cally:   "Sure  and  it's  heaven." 

1  hese  and  similar  spontaneous  and 
frank  comments  were  provoked  by  the 
1928  model  electric  car  proposed  for  use 
on  Brooklyn's  surface  lines  and  exhibited 
at  Borough  Hall,  Brooklyn,  on  Nov.  29 
and  30.  Here,  under  sultry  skies,  the 
"Pink  Lady"  received  more  than  10,000 
ardent  and  curious  subjects.  There  were 
business  men  bound  for  Manhattan, 
women  shoppers,  students  fortified  with 
slickers  and  pipes  and  park  bench  squat- 
ters who  left  their  beloved  places  in  the 
shadow  of  the  Brooklyn  Borough  Hall 
long  enough  to  sample  more  comfortable 
seats. 

A  jolly  conductor,  rotund  in  figure 
and  orotund  in  voice,  urged  all  to  walk 
right  through.  At  his  solicitation  the 
curious  and  interested  sank  in  the 
leather-upholstered  seats,  took  in  the  un- 
obstructed view  afforded  by  the  vestibule 
windows  and  admired  the  mahogany 
panels  at  each  end  of  the  car  which  con- 
cealed the  operating  apparatus.  Once  the 
scientific  scrutiny  was  interrupted  by  a 
raucous   voice,   "Oh,   for  the  life   of  a 


A  scene  from  "Public  Relations,"  staged  in  open-air  theater  near  Borough  Hall 


motornian,"  when  the  discerning  pas- 
senger observed  the  operator's  seat  of 
leather  at  each  end  of  the  car. 

The  racy  looking  body  of  the  car,  in 
old  rose  (clover  clul))  with  buff  decora- 
tions, the  interior  lighting  effects,  mo- 
tors and  brake  equipment  competed 
for  interest  with  the  treadle  door. 
As  the  passengers  stepped  upon  a  plate 
at  the  exit  the  treadle  door  opened  auto- 
matically, but  only,  as  one  cicerone  ex- 
plained, when  the  brakes  on  the  car  had 
been  fully  applied.  Then  these  passen- 
gers stood  outside  to  watch  the  next 
person  alight.  He  in  turn  joined  the 
vast  army  of  awed  spectators. 

Comment  Elicited  Without  Coaxing 

Company's  representatives  walked  in 
and  out  among  the  people,  showing  pic- 
tures of  the  cars  and  announcing  the 
purpose  of  the  new  equipment,  which  is 
to  be  operated  for  a  short  period  on  the 
DeKalb  Avenue  line  and  then  will  be 
transferred  for  a  further  period  of  ex- 
perimental operation  to  the  Seventh 
Avenue  line.  Although  the  manage- 
ment wanted  the  people  to  know  these 
details    it    was    more    concerned    with 


their  reaction,  and  so  sought  comments 
and  suggestions  on  cards  distributed  as 
the  people  boarded  the  car.  Spontane- 
ous response,  such  as  "Henry  Ford's 
new  model  has  nothing  on  this"  and 
"What  will  all  this  decoration  cost  us," 
were  appreciated  by  the  representatives 
of  the  company  present,  but  the  written 
opinions  were  considered  more  thought- 
ful and  hence  more  indicative.  By  and 
large,,  these  opinions  indorsed  the  1928 
model  for  greater  comfort,  less  noise, 
more  attractive  appearance  and  more 
efficient  and  economic  operation.  A  few 
regarded  such  lavish  facilities  impossible 
on  a  5-cent  fare.  Many  extolled  the 
comfort  of  the  seats.  A  little  adverse 
criticism  was  leveled  at  the  low  exit  and 
the  seating  arrangement,  considered  by 
some  to  make  clearances  too  narrow. 
One  meliorist  went  so  far  as  to  draw  a 
diagram  of  his  idea. 

A  complete  account  of  this  model  car 
will  be  published  in  the  Electric  Rail- 
way Journal,  issue  of  Dec.  10. 


Seattle  After  the  Parked  Taxi 

In  a  controversy  before  the  public 
safety  committee  of  the  City  Council  of 
Seattle,  Wash.,  over  an  ordinance  which 
would  abolish  all  downtown  parking 
stands  for  for-rent  vehicles,  particularly 
taxicab  parking,  Councilman  W.  T. 
Campbell  appeared  on  behalf  of  the 
municipal  railway,  declaring  that  it 
would  be  greatly  benefited  if  the  taxicab 
and  for-hire  vehicles  were  required  to 
park  their  cars  elsewhere  than  on  city 
streets.  Action  on  the  measure  was 
deferred  for  one  week. 


On  free  admittance  crowds  stormed  entrance  to  see  model  car 


Oneida   Receiving   Reasonable 

Service 

Because  the  New  York  State  Railways 
was  rendering  a  reasonably  frequent 
service  to  those  within  walking  distance 
of  its  lines  the  Public  Service  Commis- 
sion denied  a  certificate  to  the  Clark 
Motor  Service  for  a  line  over  certain 
streets  in  the  city  of  Oneida  now  operat- 
ing an  interurban  service  under  a  reso- 
lution by  the  Common  Council  on  Aug. 
10  last.  The  commission  held  that  pub- 
lic convenience  and  necessity  do  not 
require  the  operation  of  the  bus  lines. 
Operating  losses  by  the  New  York  State 
Railways  in  Oneida  have  increased  from 
$7,273  in  1924  to  $17,337  in  1926. 


1036 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.2?> 


Finishing  Touches  Being  Put 
to  Milwaukee  Program 

Tlie  Milwaukee  Electric  Railway  & 
Light  Company,  Milwaukee,  Wis.,  is 
now  completing  its  1927  program  of 
city  and  suburban  railway  track  exten- 
sion and  reconstruction. 

A  double-track  extension  has  been 
built  along  Teutonia  Avenue  from  Nash 
Street  to  Atkinson  Avenue.  On  Eighth 
Avenue  tracks  have  been  extended  from 
Oklahoma  Avenue  to  Ohio  Avenue.  On 
Atkinson  Avenue  between  27th  and  32d 
Streets,  the  company  has  laid  new 
double  tracks,  foundation  and  pavement 
in  place  of  the  former  single  track. 

Major  track  reconstruction  jobs  in- 
cluded Third  Street,  Center  to  Burleigh ; 
Juneau  Avenue,  Third  to  Seventh; 
Kinnickinnic  Avenue,  California  to 
Linebarger;  National  Avenue,  Clinton 
to  First;  Wells  Street,  viaduct  to  52d; 
Broadway  and  Wisconsin  Avenue,  new 
intersection.  The  tracks  and  track  zones 
now  built  are  calculated  to  endure  for 
more  than  25  years. 

Ten  new  one-man  safety  cars  have 
been  purchased  for  city  and  suburban 
service.  Delivery  is  expected  on  Dec. 
30.  These  cars  will  be  used  to  meet 
an  expected  increase  in  travel  this 
winter. 

Operation  of  one-man,  electrically 
heated  safety  cars  was  begun  on  the 
Eighth-Muskego  line  recently,  and  ap- 
plication has  been  made  to  the  Railroad 
Commission  of  Wisconsin  for  authority 
to  improve  service  on  the  State  Street 
line  in  similar  manner. 


Labor  Injunction  Hearing  Put 
Over  Until  Dec.  21 

Further  adjournment  until  Dec.  21 
was  granted  by  Supreme  Court  Justice 
Wasservogel  for  argument  on  the  mo- 
tion of  Interborough  Rapid  Transit 
Company,  New  York,  for  an  injunction 
to  restrain  the  representatives  of  organ- 
ized labor  from  soliciting  membership 
among  the  company's  employees.  This 
is  the  second  adjournment.  The  re- 
quest for  the  postponement  was  made 
by  Nathan  D.  Perlman,  representing 
organized  labor.  It  was  not  opposed 
by  attorneys  for  the  company. 


^12,000,000  Canal-Bed  Subway 
Opened  in  Rochester 

Rochester's  municipally  owned  $12,- 
000,000  subway  in  the  bed  of  the  aban- 
doned Erie  Canal  was  opened  to  pas- 
senger service  on  Dec.  1.  The  New 
York  State  Railways  is  to  operate  the 
line  for  a  three-year  trial  period  under 
the  service-at-cost  contract  by  which 
the  company  operates  the  railway  and 
bus  lines  in  Rochester.  The  Rochester 
&  Syracuse  Railroad  also  will  divert  its 
interurban  cars  from  the  city  streets  to 
the  subway,  which  connects  at  Brighton 
with  the  tracks  of  the  interurban. 

Work  was  begun  on  the  subway  five 
years  ago.     Rochester  is  considered  the 


smallest  city  in  the  United  States  with 
a  subway  of  any  length,  the  line  being 
7  miles  long  and  cutting  through  the 
heart  of  the  city. 

The  five  steam  railroads  entering  the 
city  also  will  use  the  new  line,  giving 
added  switching  facilities  to  industries 
along  the  route.    Separate  contracts  for 


the   different   roads   using   the   service 
have  been  negotiated. 

The  test  period  during  which  the 
New  York  State  Railways  will  operate 
the  subway  railroad  was  set  at  three 
years  because  the  service-at-cost  con- 
tract governing  operation  of  the  surface 
lines  expires  at  that  time. 


Pittsburgh  Interurbans  Install  New  Rates 

Ride-selling  fares  include  zone,  ticket,  group  mileage,  coupon  book 

and  children's  privileges.     All  schemes  on  trial  basis. 

Response  more  than  satisfactory  to  company 


DURING  the  latter  half  of  1927  the 
associated  Pittsburgh,  Mars  & 
Butler  (Mars  route)  and  Pittsburgh, 
Harmony,  Butler  &  New  Castle  Rail- 
ways (Harmony  route)  in  Pennsyl- 
vania initiated  several  changes  in  fares 
to  encourage  various  classes  of  patron- 
age. Each  was  put  on  for  a  trial  pe- 
riod, but  extensions  have  been  made  in 
every  case  because  of  the  satisfying 
riding  response  from  the  public.  The 
ultimate  financial  value  of  the  experi- 
mental rates  is  still  difficult  to  estimate 
because  they  were  installed  during  a 
period  of  industrial  depression,  when 
revenue  was  declining  in  any  case. 

A  $1  fare  was  established  as  of  July 
1,  1927,  as  the  maximum  from  any  one 
point  on  the  system  to  any  other,  ex- 
clusive of  the  Pittsburgh  entrance  over 
which  the  Pittsburgh  Railways  charges 
its  usual  one-zone  rates  of  10  cents 
cash,  8J  cents  token  or  $1.50  weekly 
pass.  This  $1  rate  represents  a  reduc- 
tion over  rides  of  fifteen  to  26  zones 
costing  $1.05  to  $1.82  at  the  ticket  rate 
of  7  cents  per  zone  of  2  miles  per  zone. 
A  corresponding  ticket,  good  for  chil- 
dren five  to  twelve  years  of  age,  is  sold 
for  50  cents. 

Any-Day  Rouxd-Tkip  Rate 

As  of  Aug.  31,  192Z;  a  special  round- 
trip  rate  of  $1.50  from  any  point  to 
any  other  point  on  the  company  routes 
(exclusive   of    Pittsburgh    local    fare) 


takes  care  of  the  greater  part  of  the 
riding,  but  a  patron  can  buy  two  types 
of  books,  such  as  a  three-zone  aiid  a 
six-zone,  if  he  happens  to  be  a  nine- 
zone  round-tripper.  The  prices  of 
these  books  range  in  50-cent  steps  from 
$1  to  $3  inclusive  for  the  two-zone  to 
six-zone  combinations.  Their  popu- 
larity suggests  that  they  are  meeting 
very  well  the  condition  raised  by  part- 
time  employment.  These  tickets  cost 
about  14  per  cent  less  than  mileage. 

Still  another,  and  probably  the  great- 
est, innovation  is  what  has  been  clev- 
erly termed  a  "local  community  serv- 
ice" tariff,  effective  Oct.  20,  1927. 
During  1926  the  tariff  had  been  raised 
from  7  cents  to  10  cents  per  zone  cash, 
with  ticket  rates  at  7  cents  per  zone. 
This  was  roughly  equivalent  to  5  cents 
and  3i  cents  per  mile  respectively,  but 
10  cents  was  required  of  an  adult  and 
7  cents  cash  of  a  child  five  to  twelve 
years  for  a  ride  which  might  be  only 
1  mile  between  stops. 

Although  the  usual  headway  on  each 
route  is  an  hour,  many  of  the  residents 
along  the  route  had  adjusted  them- 
selves so  well  to  the  schedule  that  there 
was  a  notable  amount  of  short-haul 
travel.  This  was  impaired  by  the  in- 
crease to  10  cents  cash  minimum. 

The  problem  before  Harry  Eth- 
eridge,  vice-president  and  general  man- 
ager, was  to  recover  this  traffic  and 
yet  retain  a  high  average  fare  per  mile. 


was.  macfe   for    Wednesdays,   that   day     This  he  achieved  by  originating  a  strio 
bemg  the  lowest  of  the  week.     There     ticket  made   up  of   1-cent  coupons   in 


is  no  corresponding  rate  for  children. 
Both  types  of  tickets  are  sold  by  con- 
ductors as  well  as  ticket  agents. 

The  management  started  a  different 
style  of  any-day  round-trip  rate,  in- 
tended for  semi-regular  riders,  as  of 
Aug.  2,  1927.  Owing  to  the  decline  in 
employment  locally,  it  was  desirable  to 
do  something  for  patrons  who  would 
buy  monthly  commutation  if  employed 
six  days  a  week  but  who  are  now  on  a 
part-time  basis.  These  round-trip 
tickets  are  made  up  in  strips  of  five 
pairs  per  book,  and  a  different  color 
is  used  for  "going"  and  "returning." 
These  round-trip  or  "group  mileage" 
tickets  are  good  for  30  days.  They  are 
sold  only  through  the  agents.  The  lat- 
ter write  the  origin  and  destination  on 
tlie  cover  to  avoid  the  need  for  printing 
a  special  ticket  for  each  combination. 

The.  group  mileage  tickets  are  sold 
for  blocks  of  two  to  six  zones,  which 


books  of  25  cents,  50  cents  and  $1. 
Five  such  coupons  pay  for  a  ride  to 
the  first  fare  point,  7  cents  to  the  sec- 
ond fare  point,  11  cents  to  the  third 
fare  point  and  14  cents  to  the  fourth 
fare  point,  which  constitutes  the  max- 
imum distance  for  a  fare  especially 
devised  to  encourage  shopping  and 
visiting  under  the  name  "local  com- 
munity service." 

This  1-cent  coupon  rate  has  proved 
very  popular  because  of  its  low  start- 
ing rate  and  general  convenience.  Yet 
the  actual  rate  per  mile  works  out  at 
5  cents  to  the  first  fare  point,  3.5  cents 
to  the  second  fare  point,  3.66  cents  to 
the  third  fare  point  and  3.5  cents  to 
the  fourth  fare  point.  At  times  the 
demand  for  the  25-cent  and  50-cent 
books  has  been  like  the  run  on  a  bank. 

These  1-cent  coupon  books  are  sold 
both  by  conductors  and  agents  The 
user   is   at   liberty   to   pay    for   others 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1037 


with  this  transportation.  The  same 
privilege  iiolds  true  of  the  group  mile- 
age round-trip  tickets,  except  that  the 
latter  have  a  30-day  time  limit. 

The  management  also  made  certain 
reductions  in  its  non-transferable  60- 
trip  adult  and  44-trip  children  (five  to 
■eighteen  years)  calendar  month  com- 
mutation as  of  Sept.  I,  1927.  A  40- 
ride,  six-month  family  ticket  averaging 
about  3  cents  a  mile  is  another  element 
in  this  company's  endeavor  to  have  a 
fair  rate  for  each  class  of  travel. 


No  Controversy  in  Houston 

Since  Park  Place  became  a  part  of 
the  city  of  Houston,  Tex.,  the  Houston 
Electric  Company,  under  Stone  &  Web- 
ster executive  management,  has  been 
furnishing  interurban  service  at  a  cash 
fare  of  12  cents,  or  10  cents  when  tickets 
were  purchased,  with  half  fares  for  stu- 
dents and  children.  Prior  to  its  inception 
into  the  city  it  was  served  by  the  inter- 
urban line  running  between  Galveston 
and  Houston.  After  its  inception  it  be- 
came necessary  for  the  Houston  Electric 
Company  to  render  service  to  the  com- 
munity or  else  make  arrangements  with 
the  Galveston-Houston  Electric  Railway, 
which  is  under  the  same  management,  to 
furnish  this  service.  The  people  of  Park 
Place  expressed  a  desire  to  have  the 
interurban  service  continued.  The  fare 
had  been  18  cents. 

The  company  wishes  to  have  it  made 
plain  that  there  was  no  "fight"  over  this 
issue  and  further  states  that  the  possi- 
bility of  express  service  to  West  End 
and  Houston  Heights,  mentioned  in  the 
Electric  Railway  Journal,  issue  of 
Nov.  5,  1927,  page  878,  was  merely 
talked  about  among  the  officials,  but 
that  nothing  definite  has  been  done  or 
determined. 

Elsewhere  in  this  issue  is  an  article 
entitled  "Houston  Electric  Company 
Makes  Good  Its  Promises."  The  article 
points  out  that  the  growing  attitude  of 
co-operation  between  the  public  and  its 
transportation  company  is  beginning  to 
show  the  full  measure  of  its  possibilities 
both  for  the  development  of  the  city  and 

the  improvement  of  local  service. 

• 

^10,458,034  Subway  Loop 
Awards  Let  in  New  York 

Two  contracts  totaling  $10,458,034 
for  the  construction  of  the  Nassau- 
Broad  Street  subway  loop  of  the  Brook- 
lyn-Manhattan Transit  Corporation  sys- 
tem have  been  awarded  by  the  Board 
of  Transportation.  One  section  of  the 
new  link,  that  from  the  Municipal 
Building  at  Park  Row  to  Liberty  and 
Nassau  Streets,  will  be  built  by  the 
Marcus  Contracting  Company,  which 
was  the  successful  bidder  at  a  price 
of  $4,772,885  for  the  section.  The  other 
section,  from  Liberty  Street  to  Broad 
and  South  Streets,  will  be  constructed 
bv  Moranti  &  Raymond,  who  bid  $5,- 
735.149. 

The  construction  of  the  Nassau 
Street  subway  has  been  delayed  for  ten 
years,  among  other  things,  by  legal  as 


well  as  political  controversy.  For 
alleged  failure  to  construct  the  link  in 
accordance  with  the  contract  the  city  is 
being  sued  for  $20,000,000  by  the 
B.-M.  T.  The  city  and  the  company 
have  disagreed  since  the  first  part  of 
the  Hylan  administration  as  to  the 
necessity  for  the  completion  of  the  loop, 
the  city  being  inclined  to  drop  it.  The 
city  once  ofifered  to  build  the  loop  on 
condition  that  the  B.-M.  T.  would  dis- 
continue its  suit.  The  ofifer  was  re- 
fused. 

Completion  of  the  loop  will  make  it 
possible  to  operate  trains  over  the  Wil- 
liamsburg and  Manhattan  Bridges  to 
the  Municipal  Building  and  thence  back 
to  Brooklyn  via  Nassau  and  Broad 
Streets  and  the  Montague  Street  tunnel 
to  De  Kalb  Avenue. 


Former  New  York  Commissioner 
Criticises  New  Unification  Plan 

George  McAneny,  former  Transit 
Commissioner,  criticised  as  impractical 
on  Nov.  29  the  plans  at  present  being 
considered  to  relieve  the  transit  situation 
in  New  York  City.  He  spoke  at  a 
luncheon  of  the  Real  Estate  Board  in 
Manhattan.  Mr.  McAneny  began  by 
saying  that  in  his  opinion,  some  changes 
of  public  policy  should  be  made,  and 
possibly  a  different  method  of  approach 
on  the  part  of  the  civic  bodies  taken 
if  real  progress  is  to  be  made.    He  said : 

What  the  city  needs  is  a  unification  of 
existing  lines  upon  a  practicable  working 
basis,  with  the  broadest  of  transfer  priv- 
ileges ;  the  linking,  so  far  as  possible,  of 
both  old  and  new  lines  with  this  object  in 
view ;  the  rehabilitation  of  the  existing 
lines  as  the  nearest  measure  of  relief,  and 
the  expansion  of  their  facilities  to  the 
farthest  possible  degree. 

He  went  on  to  say  that  the  city,  in- 
stead of  setting  out  in  a  business-like 
manner  to  do  these  things,  is  wrangling 
about  dollars  and  cents.  Actual  unifica- 
tion, either  physical  or  corporate,  is 
going  to  prove  a  slow  process,  according 
to  Mr.  McAneny,  who  said: 

In  1921  it  could  have  been  done.  The 
companies  were  then  in  the  doldrums.  That 
was  the  day  for  bargains.  But  the  plan  of 
unification  then  proposed  encountered  the 
stone  wall  of  Hylan  stupidity.  But  for  that 
it  probably  would  have  been  carried 
through. 

The  situation  today  is  different.  The 
rapid  transit  lines  are  earning  real  money. 
They  will  not  readily  be  dislodged  from 
their  present  position,  even  if  "that  werf 
now  considered  desirable. 

Going  on  to  his  own  ideas  for  im- 
provement, Mr.  McAneny  said : 

What  we  need  first  of  all  is  a  remapping 
of  that  part  of  the  proposed  system  now 
under  construction  in  so  far  as  better  map- 
ping is  still  possible ;  immediate  application 
of  the  salvaged  funds  to  such  projects  as 
the  lengthening  of  local  platforms  upon  the 
existing  Interborough  lines ;  the  betterment 
of  rolling  stock  and  other  equipment,  and 
finally  a  really  sane  study  of  the  whole 
matter  of  basic  financing.  "Plans"  along 
these  lines  will  be  better  worth  discussing. 
I  fear  that  the  present  proposals  offer  noth- 
ing but  more  delay,  and  the  waste  of  pres- 
ent facilities. 


Violators   of   Indianapolis   Strike 
Injunction  Must  Serve  Sentence 

A  fifteen  months  fight  by  John  M. 
Parker  and  Robert  B.  Armstrong  to 
evade  a  90-day  jail  sentence  imposed 
in  federal  court  in  Indianapolis,  Ind., 
for  violating  an  injunction  during  the 
strike  of  the  employees  of  the  Indian- 
apolis Street  Railway  in  July,  1926, 
was  lost  recently  when  Judge  Robert  C. 
Baltzell  denied  a  petition  to  quash  the 
charges  and  ordered  the  men  to  begin 
serving  their  sentences.  They  were 
taken  to  the  Marion  County  jail  a  short 
time  later  by  United  States  deputy 
marshals  with  Edgar  Day,  a  striker, 
sentenced  to  30  days  on  the  same  charge. 

Parker  and  Armstrong,  organizers  of 
the  local  branch  of  the  union,  carried 
their  case  to  the  Circuit  Court  of  Ap- 
peals. There  the  sentence  was  upheld. 
They  charged  the  Indianapolis  Street 
Railway  had  employed  Harry  Boggs, 
president  of  the  local,  to  act  as  informant 
of  the  union  activities  and  had  purchased 
dynamite  for  Boggs  to  use  as  a  means 
of  creating  public  sentiment  against  the 
union.  Boggs  served  a  60-day  sentence 
for  violating  the  injunction. 

Judge  Baltzell  discredited  the  charges 
against  the  company,  pointing  out  that 
the  evidence  had  been  reviewed  before 
and  that  no  indication  of  fraud  had  been 
discovered.  Albert  Ward,  United  States 
District  Attorney,  said  the  Department 
of  Justice  had  gone  into  the  charge  that 
dynamite  was  purchased  and  that  no 
evidence  confirming  this  had  been  un- 
covered. 

Parker  and  Armstrong  charged  that 
the  railway  obtained  its  anti-strike  in- 
junction by  fraud  and  that  the  alleged 
threats  of  violence  against  employees  on 
which  the  injunction  was  issued  actually 
were  made  by  railway  agents. 

James  P.  Tretton,  superintendent  of 
the  railway,  declared  it  was  absurd  to 
think  the  company  would  try  to  get 
people  to  ride  its  cars  and  then  buy 
dynamite  to  blow  them  off  the  cars. 


Honest  Car  Riders 
in  Evansville 

People  who  ride  street  cars  in  Evans- 
ville, Ind.,  are  honest.  This  can  be 
proved  by  Howard  S.  Butler,  circula- 
tion manager  of  the  Evansville  Courier, 
a  daily  morning  newspaper.  Two  or 
three  years  ago  Mr.  Butler  installed 
"honor"  boxes  on  the  city  street  cars 
and  on  cars  entering  the  city  of  Evans- 
ville. One  is  at  liberty  to  take  a  copy 
of  the  paper  and  is  expected  to  drop 
the  money  in  a  slot. 

No  one  is  at  hand  there  to  see  that 
the  money  is  deposited.  It  is  strictly 
a  matter  of  one's  honor,  Mr.  Butler 
said.  It  is  his  conviction  that  his  news- 
paper lost  very  little  money  on  papers 
left  in  these  boxes.  The  railways  whose 
passenger  cars  carry  these  slot  news 
boxes  are  the  Evansville  &  Princeton, 
Evansville  &  Booneville,  Evansville  & 
Newburg  and  the  Evansville  &  Ohio 
Valley  Railway  Companies. 


1038 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.23 


Fare  Increase  Sought  on  Utica 
Interurban 

A  petition  asking  authority  to  increase 
interurban  fares  between  Utica  and 
Little  Falls,  N.  Y.,  was  filed  by  the  New 
York  State  Railways  with  the  Public 
Service  Commission  on  Nov.  22.  It 
alleged  that  the  present  fares  are  in- 
sufficient to  yield  a  reasonable  compen- 
sation for  the  service  rendered  and  are 
unjust  and  unreasonable.  The  company 
claims  a  gross  loss  on  the  interurban  line 
of  $11,658  for  the  nine  months  ended 
Sept.  30,  1927. 

The  schedule  provides  for  increases 
in  one  way  and  50-trip  ticket  books  both 
between  the  various  stops  and  villages 
from  Utica  East.  The  special  round- 
trip  ticket  rate  of  6  cents  in  effect  be- 
tween the  four  Herkimer  county  villages 
is  increased  to  10  cents.  The  special 
round-trip  ticket  rate  of  20  cents  be- 
tween Frankford  and  Forest  Park  is 
discontinued.  In  addition  to  other 
changes  the  schedule  provides  that 
tickets  in  strips  of  ten  be  sold  for  75 
cents.  These  tickets  will  be  good  for 
any  10-cent  fare  between  stops  9  and  36. 


"Enough  Nickels  a  Day  Will 
Help  the  Railway" 

"Enough  nickels  a  day  will  help  the 
railway"  is  the  slogan  of  Mayor  Bertha 
K.  Landes  and  D.  W.  Henderson,  super- 
intendent of  the  Seattle  Municipal  Rail- 
ways, Seattle,  Wash.,  for  the  little  red 
cars  which  have  been  placed  on  the 
downtown  run  with  a  5-cent  fare  for  the 
short  haul.  The  cars  make  a  loop  in 
the  downtown  business  district.  They 
were  put  into  service  to  cater  especially 
to  the  short-haul  business.  As  indicated 
previously  in  the  Electric  Railway 
Journal,  the  first  day's  receipts  were 
$61.31,  the  second  $78.43,  while  the 
third  were  $95.01.  When  the  fifth  day 
showed  receipts  of  more  than  $100, 
Mayor  Landes  became  highly  interested 
and  went  to  the  Jefferson  Street  car- 
house  to  inspect  the  cars  before  they 
went  out  and  to  confer  with  Mr.  Hen- 
derson. 

If  the  5-cent  fare  in  the  downtown 
loop  proves  successful  it  may  be  ex- 
tended to  other  short  lines.  During 
the  first  week  10,306  passengers,  includ- 
ing those  riding  on  transfers  or  tokens, 
were  carried  by  the  loop  cars. 


Final  Briefs  in  Schenectady  Case 

In  a  brief  it  is  presenting  to  that  body 
the  Schenectady  Railway  contends  the 
New  York  State  Public  Service  Com- 
mission has  jurisdiction  over  the  matter 
of  the  fares  that  the  railway  may  charge. 
In  the  brief  the  company  also  asks  that 
the  motion  be  denied  which  was  made 
by  M.  P.  Poersch,  corporation  counsel 
of  Schenectady,  seeking  dismissal  of 
the  railway's  petition  for  increased  fares. 

At    a    hearing    in    September,    Mr. 

Poersch  asked  that  the  railway's  petition 

be   dismissed  on  the  grounds  that  the 

^Public  Service  Commission  had  no  jur- 


isdiction to  specify  fares  on  the  lines 
within  the  city  of  Schenectady,  since  the 
rates  were  fixed  by  contract  between  the 
city  and  the  company. 

The  railway  points  out  that  the  early 
franchise  agreement,  containing  a  5-cent 
fare  provision,  was  superseded  by  others 
in  1911,  1919  and  1920.  The  1919  ordi- 
nance authorized  the  commission  to  pass 
upon  the  company's  application  for  an 
increase  in  fare  from  5  to  6  cents ;  the 
ordinance  of  1920  provided  for  a  7-cent 
fare. 

At  the  hearing  in  September  the  com- 
mission reserved  decision,  pending  sub- 
mission of  briefs. 


Let  the  Motorman 
Be  Your  Guide 

An  accident  for  which  a  trolley  car 
is  responsible  is  a  rare  exception.  Col- 
lisions between  automobiles  and  the  in- 
jury or  death  of  pedestrians  run  down 
by  them  are  so  common  as  though  it 
would  cease  to  be  news. 

Observe  the  trolley  motorman.  He 
runs  no  risk.  He  does  not  wait  for  the 
situation  of  danger  to  arise.  Before  the 
situation  is  dangerous  he  has  shut  off 
the  power. 

How  often  do  we  see  a  motorist  adopt 
a  precautionary  measure  until  the  acci- 
dent is  almost  too  imminent  to  avoid. 

If  the  motorman  has  an  accident  he 
must  answer  for  it  to  a  stern  boss.  The 
motorist  may  have  to  furnish  a  few  ex- 
planations to  a  traffic  judge,  but  the 
latter,  a  hundred  to  one,  is  a  motorist 
himself  and,  at  all  events,  such  mishaps 
are  an  old  story  to  him. 

The  motorist,  found  guilty  of  reckless- 
ness, seldom  is  penalized  beyond  a  fine 
which  he  can  well  afford  to  pay.  The 
motorman,  convicted  of  gross  careless- 
ness, loses  his  job. 

The  motorman's  motto  is,  "Safety 
First." 

The  motto  of  many  a  motorist  is, 
"Take  a  Chance." — Norristown  Herald. 


Remission  of  Taxes  in 
Poughkeepsie  Discussed 

Mayor  Frank  B.  Lovelace  said  re- 
cently that  if  the  Poughkeepsie  City  & 
Wappingers  Falls  Railway,  Pough- 
keepsie, N.  Y.,  requests  the  city  to 
forego  the  interest  and  penalties  on  its 
debt,  a  special  act  of  the  Legislature 
will  be  required  to  permit  the  city  to 
accept  less  than  the  full  amount  of  the 
assessment  bill.  For  this  reason  it 
would  be  impossible  to  clear  up  the  en- 
tire matter  until  after  the  first  of  the 
year.  The  Mayor  said  it  is  not  the 
purpose  of  his  administration  to  at- 
tempt to  settle  all  the  matters  in  con- 
nection with  the  railway  in  the  next 
month,  but  that  he  and  his  associates 
are  attempting  to  formulate  a  plan  and 
map  out  a  course  which  the  next  ad- 
ministration may  follow. 

Without  the  penalties  added  the  sum 
the  railway  owes  the  city  is  $190,000. 
The  matter  is  being  considered  for 
settlement  on  that  basis. 


E.  M.  Dickens  with  Chicago 
Surface  Lines  53  Years 

For  the  first  working  day  in  more 
than  53  years  Edgar  M.  Dickens  of 
Chicago  was  not  on  hand  on  Nov.  10, 
when  the  starter  down  at  the  Chicago 
Surface  Lines  carhouse  called  his  run. 
He,  who  is  believed  to  be  the  oldest 
street  car  motorman  in  the  United 
States  in  point  of  service,  retired  that 
day  with  the  congratulations  of  Guy  A. 
Richardson,  vice-president  of  the  rail- 
way. The  78-year-old  railway  man 
plans  to  live  in  California. 

With  a  service  record  as  old  as  the 
industry,  Mr.  Dickens  acquired  his  first 
railway  experience  as  a  driver  of  horse 
cars  in  Chicago  in  1873.  He  was  as- 
signed to  operate  one  of  the  first  cable 
cars  in  that  city  when  they  were  put 
into  service  on  the  State  Street  line  in 
1881  and  in  1907  was  motorman  of  the 
first  street  car  to  be  propelled  by  elec- 
tric power  in  Chicago.  Moving  pic- 
tures of  the  aged  veteran  driving  one 
of  the  original  horse  cars  were  taken  by 
the  Pathe  News  at  the  time  of  his  re- 
tirement and  shown  in  many  local 
theaters. 


Franchise  Matter  Up  Again  in 
Omaha  on  Jan.  15 

Action  on  the  matter  of  a  new 
franchise  for  the  Omaha  &  Council 
Bluffs  Street  Railway,  Omaha,  Neb., 
has  been  put  over  by  the  Council  until 
Jan.  15.  Meantime  it  is  believed  it 
will  be  possible  to  negotiate  another 
franchise  draft  that  will  be  satisfac- 
tory all  around.  The  protective  com- 
mittee representing  the  bondholders  is 
so  thoroughly  convinced  of  this  that 
it  is  recommending  that  all  bond- 
holders deposit  their  securities  so  that 
the  three  years  extension  of  the  $9,- 
000,000  issue  due  on  Jan.  1  may  be 
arranged. 

The  October  report  shows  the  com- 
pany earned  within  $392  of  its  bond 
and  other  interests.  Transportation 
revenue  decreased  $14,090.  from  $247,- 
016  to  $232,925;  operating  revenues 
from  $251,615  to  $237,847;  operating 
expenses  from  $177,025  to  $165,167, 
and  operating  income  from  $46,235  to 
$36,202.  Taxes  increased  $6,800  for 
October,  1927,  over  October,   1926. 


Minnesota  Line  Advances  Rates 

The  St.  Paul  Southern  Electric  Rail- 
way, operating  between  St.  Paul  and 
Hastings,  Minn.,  in  the  hands  of  a  fed- 
eral receiver,  on  Nov.  21  advanced  rates 
and  decreased  its  schedule.  Application 
to  the  Minnesota  Railroad  and  Ware- 
house Commission  was  not  required 
under  the  circumstances.  The  one-way- 
fare  is  60  cents  instead  of  50,  the  round 
trip  $1  instead  of  95  cents,  with  ten 
rides  for  $4.50  still  in  force.  To  cut 
expenses  the  last  car  leaving  Hastings 
at  9 :40  p.m.  is  to  be  eliminated  three 
days  of  the  week  and  the  owl  car  from 
St.  Paul  at  11:15  p.m.  is  to  cease  op- 
eration. 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1039 


Seattle's  Woman  Mayor  Wants 
Attractive  Cars  for  Railway 

While  waiting  to  hear  from  the  St. 
Louis  Car  Company  on  the  deal  for  the 
purchase  of  80  new  cars  for  the  Seattle 
Municipal  Railway,  members  of  the  City 
Council  of  Seattle,  Wash.,  are  trying  to 
find  a  local  market  for  $500,000  of 
bonds,  so  that  the  proposed  steel  trestle 
may  be  built  across  the  West  Dawamish 
Waterway.  Both  the  trestle  construc- 
tion and  the  delivery  of  new  cars  have 
been  blocked  pending  the  recent  federal 
court  litigation  involving  the  railway. 
But  now  that  a  ruling  has  been  made 
favoring  the  railway,  efforts  are  being 
renewed  to  bring  the  much-needed  im- 
provements. 

Mayor  Bertha  K.  Landes  has  appealed 
to  the  Puget  Sound  Power  &  Light 
Company  and  J.  C.  Von  Herberg,  as  a 
duty  toward  Seattle,  and  as  public- 
spirited  citizens,  not  to  press  further 
the  federal  court  suits  they  brought 
against  the  Municipal  Railway  to  de- 
termine a  priority  lien  on  its  revenues. 
The  Mayor  urges  both  parties  to  an- 
nounce immediately  an  intention  not  to 
appeal  from  the  recent  ruling  favorable 
to  the  railway  of  Judge  Dietrich  of  the 
U.  S.  Circuit  Court  of  Appeals. 

Neither  Mr.  Von  Herberg  nor  coun- 
sel for  the  power  company  has  said 
whether  an  appeal  will  be  made,  but  it 
is  considered  likely  that  the  power  com- 
pany will  continue  its  case,  since  the 
company  wants  a  court  ruling  which 
would  establish  a  priority  for  the 
holders  of  the  purchase  bonds.  If  such 
a  ruling  were  obtained,  Councilmen  de- 
clare it  would  virtually  block  further 
railway  bond  issues.  All  improvements 
to  the  system  would  increase  the  value 
of  the  purchase  bondholders'  collateral, 
but  would  not  indemnify  holders  of 
bonds  issued  to  make  the  improvements. 

Mayor  Landes  approves  of  the  sug- 
gestion of  Councilman  W.  T.  Campbell 
to  buy  street  cars  of  greater  comfort  and 
convenience  than  those  planned  origi- 
nally. She  believes  that  the  cars  should 
contain  individual  seats  and  possibly 
smoking  compartments.  Mr.  Campbell 
estimates  the  additional  cost  for  these 
features  would  be  between  $1,000  and 
$2,000  a  car. 

Freight  Transfer  Facilities 
Established  by  North  Shore 

Increased  facilities  for  receiving  and 
handling  freight  have  been  established 
by  the  Chicago,  North  Shore  &  Mil- 
waukee Railroad  with  the  completion 
of  arrangements  to  receive  shipments 
at  four  stations  of  the  Illinois  Tunnel 
Company,  the  narrow-gage  electric  sub- 
way system  which  transports  freight 
beneath  Chicago's  downtown  streets. 
The  four  stations  are  all  located  in  or 
near  the  Loop  district  and  are  in 
addition  to  the  eight  regular  receiving 
depots  of  the  North  Shore  Line,  lo- 
cated all  over  Chicago. 

Arrangements  have  also  been  effected 
whereby  the  North  Shore  Line  will 
handle  through  overnight  shipments  to 


many  points  in  Wisconsin  reached  by 
the  Milwaukee  Electric  Railway  & 
Light  Company,  the  Milwaukee  Nor- 
thern Railroad  and  the  Wisconsin 
Power  &  Light  Company's  rail  lines. 

The  increased  service  is  made  pos- 
sible through  the  company's  new  flat 
car-motor  trailer  equipment,  which 
eliminates  many  handling  and  transfer 
operations,  according  to  E.  F.  Weber, 
general  freight  agent  of  the  North 
Shore  Line. 


Receivers  Keep  Oklahoma 
Patrons   Informed 

An  interesting  advertisement  which 
follows  the  policy  of  the  receivers  of 
the  Oklahoma  Railway,  Oklahoma  City, 
Okla.,  to  keep  patrons  informed  on 
financial  affairs  of  the  company  ap- 
peared in  the  Nov.  9  issue  of  the  Okia- 
homa  Railway  an,  house  organ  of  the 
company. 

A  portion  of  the  advertisement  reads : 
The  money  you  drop  in  the  fare  box  is 
divided  in  many  ways.  Figures  of  the  last 
few  months  show  that  39  per  cent  of  it  will 
go  to  pay  the  salary  and  wages  of  680  per- 
sons who  are  on  the  company  payroll.  An- 
other 10  per  cent  goes  to  buy  new  material, 
while  taxes  and  interest  on  indebtedness 
will  take  another  22  per  cent. 


Compromise  Plan  in  Decatur 
Fails  to  Win  Approval 

By  a  vote  of  482  to  291  the  citizens 
of  Decatur,  Ga.,  have  rejected  the  com- 
promise plan  of  the  Georgia  Power 
Company  and  will  refuse  to  exchange 
the  5-cent  fare  to  Atlanta  for  a  7-cent 
fare  and  the  establishment  of  bus  lines 
to  the  Emory  University  and  Ponce  de 
Leon  car  lines.  The  compromise  offered 
by  the  company  consisted  of  the  estab- 
lishment of  two  bus  lines,  one  from  De- 
catur to  the  Emory  University  car  line 
and  the  other  from  Decatur  to  the  Ponce 
de  Leon  car  line,  with  a  10-cent  fare, 
including  the  privilege  of  transfer  to 
the  car  line.  It  also  included  the  pay- 
ment of  a  $14,000  street  paving  assess- 
ment against  the  company  and  the 
promise  of  assistance  in  other  paving 
work  in  return  for  the  abrogration  of 
the  present  S-cent  fare. 

The  Georgia  Power  Company  has 
made  several  efforts  to  have  the  S-cent 
fare  agreement  with  Decatur  abrogated 
without  success.  The  Legislature  has 
repeatedly  refused  to  pass  the  necessary 
laws  and  the  Public  Service  Commis- 
sion has  several  times  declared  the  affair 
to  be  out  of  its  jurisdiction  since  the 
agreement  was  made  before  the  commis- 
sion was  created.  Once  the  case  was 
carried  to  the  United  States  Supreme 
Court,  the  city  of  Decatur  winning 
every  decision. 

Officials  of  the  company  state  that  at 
a  5-cent  fare  the  interurban  line  is  a 
losing  proposition  and  they  wish  to  place 
it  on  a  7-cent  basis  along  with  every 
other  line  operated  by  the  company. 
However,  the  company  cannot  increase 
the  fare  under  the  present  conditions  and 
cannot  suspend  service  on  the  line. 


Compulsory  Savings  by  Utility 
Company  Employees 

A  utility  company  in  Kansas  has  re- 
cently taken  the  position  that  every  em- 
ployee in  order  to  remain  in  the  com- 
pany's service  must  save  at  least  10  per 
cent  of  his  pay.  The  employee  is  asked 
to  fill  out  a  card  each  month  showing 
how  his  savings  are  made.  Savings 
acceptable  to  the  company  include  in- 
stallments on  stock  purchases,  savings 
bank  deposits,  building  and  loan  pay- 
ments, life  insurance  premiums,  pay- 
ments on  homes,  and  other  similarly 
worthy  methods  of  saving.  The  rule  is 
enforced  on  the  theory  that  the  man  who 
is  careful  about  his  own  affairs  will  be 
careful  of  the  company's  interests  also. 
Payments  on  automobiles  for  pleasure 
are  not  acceptable  savings. 


One-Man  Car  Issue  Acute 
in  Des  Moines 

Institution  of  one-man  car  service  by 
the  receivers  of  the  Des  Moines  City 
Railway,  Des  Moines,  Iowa,  is  thought 
to  be  only  a  matter  of  weeks  since  C.  L. 
Herring,  receiver  of  the  company,  has 
said  that  the  order  of  Federal  District 
Judge  Martin  J.  Wade  undoubtedly 
gives  the  receivers  power  to  terminate 
the  25-year  contract  between  the  union 
and  the  company  which  makes  it  obliga- 
tory to  use  a  motorman  and  a  conductor 
on  each  car. 

Weight  is  lent  to  Mr.  Herring's  dec- 
laration by  the  fact  that  his  statement 
was  made  after  he  recently  had  a  ses- 
sion with  Judge  VVfade.  Neither  Mr. 
Herring  nor  the  co-receiver,  F.  C.  Cham- 
bers, would  indicate  the  course  of  action 
likely  to  be  taken  when  asked  what 
their  plans  were  for  an  economy  pro- 
gram. 

The  auditor's  monthly  report  for 
October,  the  last  full  monthly  period 
prior  to  the  receivership,  showed  that 
the  railway  is  going  deeper  and  deeper 
in  debt  under  its  present  operating 
schedule  and  fares.  The  debit  to  the 
stabilizing  fund  for  October  was  $20,- 
191.  This  makes  the  aggregate  deficit 
to  Nov.  1  approximately  $170,000.  As 
the  receivers  have  promised  to  continue 
the  present  service  and  fare  rate,  the 
general  supposition  is  that  they  will  turn 
to  one-man  car  operation  to  bring  oper- 
ating expenses  within  the  income. 
November  has  been  unusually  warm,  and 
the  indications  are  that  it  will  also  show 
a  deficit. 

Articles  in  Des  Moines  newspapers 
show  that  more  than  400  cities  of  the 
United  States  have  either  all  one-man 
or  partial  one-man  car  service. 


New  Crosstown  Line  in  Dallas 

The  San  Jacinto  and  the  Trinity 
Heights  lines  of  th^  Dallas  Railway 
&  Terminal  Company,  Dallas,  Tex., 
are  to  be  merged  into  a  new  cross- 
town  line.  George  I.  Plummer,  traffic 
superintendent,  has  issued  orders  on 
the  routes. 


1040 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.2i 


1     Recent  Bus  Developments 


Commission  Approves  Bus 
Purchase  at  Instance  of  Court 

In  its  final  order  approving  the  peti- 
tion of  the  Indianapolis  Street  Railway 
to  purchase  the  People's  Motor  Coach 
Company  for  $500,000  the  Indiana  Pub- 
lic Service  Commission  expresses  regret 
that  it  was  not  represented  legally  when 
the  case  came  up  in  the  Marion  Circuit 
Court  and  indicates  that  Judge  Harry  A. 
Chamberlin  was  mistaken  in  his  state- 
ment that  the  commission  based  its  deci- 
sions in  the  case  on  "history"  rather 
than  on  fact. 

The  commission's  action  was  in  com- 
pliance with  the  recent  order  of  the 
court.  The  ruling  followed  the  denial 
of  the  petition  by  the  commission  some 
months  ago  for  the  merger,  a  denial  also 
by  the  commission  of  a  petition  for  re- 
hearing, appeal  to  the  Circuit  Court 
where  a  preliminary  hearing  was  held, 
and  a  second  announcement  by  the  com- 
mission to  the  court  reaffirming  its  orig- 
inal stand.  After  tracing  the  history 
of  the  case,  the  order  quotes  Judge 
Chamberlin's  opinion  as  follows : 

The  Public  Service  Commission  pre- 
sented no  facts  to  controvert  those  submit- 
ted by  the  petitioner  and  gave  nothing  to 
assist  the  court  in  sustaining  its  findings. 

In  response  the  commission  says: 
In  this  connection,  the  commission  wishes 
to  state  that  the  Attorney-General  is  by  law 
the  commission's  legal  counsel ;  that  the 
Attorney-General  advised  the  commission 
that  it  cannot  be  a  party  in  court  procedure 
to  an  appeal  taken  from  the  commission's 
final  order  under  the  provisions  of  the  acts 
of  1927  and,  not  being  a  party,  cannot 
present  facts  upon  its  own  initiative;  that 
the  commission  was  anxious  to  be  present 
and  participate  in  the  proceedings  on  said 
appeal.  The  commission  felt  that  it  did 
not  have  the  right  to  suggest  to  the  court 
its  willingness  to  take  part  in  said  proceed- 
ings and  feels  now  that  it  followed  properly 
the  advice  of  its  legal  counsel. 

The  last  order  requires  the  motor 
coach  company  to  maintain  its  corporate 
identity.  The  railway  is  directed  to  pay 
out  of  the  operating  revenues  of  the 
Peoples  Motor  Coach  Company  out- 
standing obligations  amounting  to  ap- 
proximately $92,000  at  the  time  of  the 
original  public  hearing  before  the  com- 
mission. This  is  in  accord  with  a  con- 
tract made  on  March  25,  1927,  between 
the  railway  and  holders  of  common  cap- 
ital stock  of  the  bus  company. 


city  buses  will  load  and  unload  pas- 
sengers on  the  north  side  of  Locust 
Street,  just  west  of  Broad  Street.  The 
new  terminal  in  the  Mitten  Building 
will  provide  a  spacious  waiting  room 
with  every  provision  for  the  comfort 
and  convenience  of  passengers.  Ample 
quarters  are  also  provided  for  ticket  and 
information  desks. 

All  Mitten  Tours  buses  operate  from 
the  garage  located  at  26th  Street  and 
Girard  Avenue.  Buses  are  dispatched 
from  this  point  to  the  central  bus  ter- 
minal a  few  moments  before  scheduled 
leaving  times.  Incoming  buses  unload 
their  passengers  at  the  passenger  ter- 
minal and  immediately  proceed  to  the 
26th  Street  garage. 


Would  Operate  Stage  Line 
in  San  Diego 

The  San  Diego  Electric  Railway  has 
applied  to  the  California  Railroad  Com- 
mission for  a  certificate  of  public  con- 
venience and  necessity  to  operate 
Lloyd's  El  Cajon  Stage  Line,  between 
the  city  of  San  Diego  and  the  town  of 
El  Cajon.  In  a  previous  decision  the 
applicant  was  authorized  to  acquire  the 
property  of  this  line. 


Buses  to  Replace  Cars  in  Helena 

The  Helena  Electric  Railway,  Helena, 
Mont.,  will  cease  to  function  as  operator 
of  a  railway  system  at  midnight,  Dec. 
31,  and  the  Service  Transit  Company 
will  begin  a  schedule  of  regular  bus 
service  over  approximately  the  same 
streets  now  traversed  by  the  cars.  The 
bus  firm  is  owned  by  R.  P.  Crago  and 
L.  F.  Schroeder.  This  change  is  in 
accordance  with  the  plan  for  the  future 
operation  of  the  utilities  in  Helena  re- 
viewed in  the  Electric  Railway  Jour- 
nal for  Nov.  26,  page  1006. 


Bus  to  Replace  Discontinued 
Railway 

The  Connecticut  Company  has  been 
authorized  by  the  Public  Utilities  Com- 
mission to  take  up  1  mile  of  track  in 
Stratford,  Conn.  Previously  the  com- 
mission had  ordered  the  company  to 
relay  the  track  on  another  part  of  the 
highway  to  expedite  the  construction 
of  a  new  road  surface.  The  railway 
could  not  see  its  way  clear  to  spend  the 
$17,000  required  for  this  work  and  peti- 
tioned for  the  right  to  discontinue  serv- 
ice. The  patrons  in  this  section  will 
be  transported  by  bus. 


Monticello  Bus  Line  in  Operation 

Three  new  buses  were  placed  in  op- 
eration on  Nov.  10  for  the  residents 
of  the  Monticello  loop  section  of 
Clarksburg,  W.  Va.,  by  the  Monongahela 
West  Penn  Public  Service  Company. 

The  buses  carry  23  passengers.  Two 
of  the  vehicles  are  to  operate  reg^u- 
larly,  with  three  during  rush  hours 
on  a  fifteen-minute  service.  These 
buses  take  the  place  of  the  car  line 
formerly   serving  this   section. 


Mitten  Tour  Terminal  Moves 

The  Philadelphia,  Pa.,  terminal  of 
Mitten  Tours,  intercity  bus  operating 
subsidiary  of  the  Philadelphia  Rapid 
Transit  Company,  was  moved  on  Nov. 
30  from  237  South  Broad  Street  to 
the  ground  floor  of  the  Mitten  Build- 
ing, at  the  northwest  corner  of  Broad 
and  Locust  Streets.  With  this  change 
in    location    all    Mitten    Tours    inter- 


Decision  Protects 
Indianapolis  Company 

Holding  that  the  Indianapolis  Street 
Railway  should  not  be  subjected  to  the 
competition  of  intercity  bus  carriers  in 
Indianapolis  streets  over  which  the  com- 
pany operates  lines,  the  Indiana  Public 
Service  Commission  adopted  an  order 
Nov.  26  denying  the  request  of  the 
Hoosier  Transportation  Company  for 
authority  to  receive  and  discharge  pas- 
sengers in  West  Washington  Street. 
The  order  held  that  the  service  proposed 
by  the  bus  company  probably  would  be 
a  convenience  to  the  territory  served, 
but  that  it  was  not  a  necessity.  The 
bus  company  operates  between  Indian- 
apolis and  Terre  Haute. 


Union  Traction  Receiver  Would 
Enjoin  Bus  Company 

Arthur  W.  Brady,  receiver  for  the 
LTnion  Traction  Company  of  Indiana, 
has  obtained  a  restraining  order  from 
the  Circuit  Court  at  Anderson,  Ind., 
enjoining  the  Fort  Wayne  Motor 
Coach  Company  from  operating  a  bus 
line  along  the  route  used  by  the  Union 
Traction  buses  between  Marion  and 
Indianapolis,  via  Alexandria,  Ander- 
son, Fortville  and  McCordsville.  The 
Indiana  Public  Service  Commission, 
which  had  just  issued  a  certificate  of 
convenience  and  necessity  for  the  es- 
tablishment of  the  new  bus  line,  was 
named  defendant  also.  The  railway 
considers  the  competition  most  unfa'T. 


Details  of  Youngstown's 
Depreciation  of  Its  Buses 

Money  has  been  transferred  to  the 
bus  depreciation  fund  of  the  Youngs- 
town  Municipal  Railway,  Youngstown, 
Ohio,  sufficient  to  pay  for  eleven  buses 
which  are  still  fit  for  service.  These 
buses  were  delivered  in  February, 
March  and  April,  1923.  They  were  pur- 
chased for  $76,367,  all  of  which  has 
been  transferred  in  monthly  installments 
to  the  depreciation  fund,  which  draws 
7  per  cent  interest.  As  it  is  not  necessary 
to  replace  the  buses  Railway  Commis- 
sioner Engle  says  the  $1,272  which  has 
been  transferred  monthly  to  depreciate 
them  now  will  be  retained  as  earnings. 

According  to  Mr.  Engle  there  will 
have  been  transferred  to  the  fund  by 
Jan.  1  money  sufficient  to  depreciate 
seven  more  buses,  worth  $47,551,  and 
by  Feb.  18  to  depreciate  six  more,  worth 
$45,554.  Allowances  of  $792  and  $759 
have  been  made  monthly  to  take  care  of 
these  buses,  which  after  those  dates  will 
remain  in  the  earnings.  From  4^  to  5 
years  is  allowed  for  replacement  of  a 
bus,  Mr.  Engle  said. 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1041 


Financial  and  Corporate 


Tax  Issue  Raised 

Cities  said  to  be  concerned  about  ruling  in 

San  Francisco  municipal  railway  case, 

reviewed  by  local  paper 

ANEW  tax  issue  appears  to  have  been 
raised.  According  to  a  dispatch  to 
the  San  Francisco  Chronicle  from  Wash- 
ington the  United  States  Government 
will  not  attempt  to  collect  a  tax  of  13^ 
per  cent  upon  the  net  earnings  of  the 
municipally  owned  public  utilities  of 
San  Francisco,  except  its  bus  lines.  So 
far  as  the  bus  lines  are  concerned,  the 
government  has  demanded  and  will  re- 
ceive a  tax  payment  of  $900  from  the 
city  on  the  earnings  of  the  municipal 
bus  lines  from  July  1,  1920,  to  June  30, 
1924.  Payment  will  be  made  under 
protest  by  the  city. 

In  response  to  announcement  of  the 
local  Internal  Revenue  Department  at 
San  Francisco  that  it  will  demand  a  13^ 
per  cent  tax  on  profits  of  the  San  Fran- 
cisco Municipal  Railway,  the  dispatch 
from  Washington  announced: 

The  Treasury  Department  has  turned 
down  cold  the  suggestion  from  Collector 
of  Internal  Revenue  McLaughlin  of  San 
Francisco  that  the  income  from  San  Fran- 
cisco's municipally-owned  utilities  be  taxed 
under  the  income-tax  law. 

The  Chronicle  quoted  a  high  ofl5cial 
of  the  bureau  as  saying: 

We  will  have  to  go  over  the  dead  body 
and  the  decisions  of  John  Marshall,  who 
held  more  than  100  years  ago,  while  hand- 
ing down  his  decision  as  Chief  Justice  of 
the  United  States,  upon  which  our  govern- 
ment today  is  largely  founded,  that  the 
federal  government  has  no  authority  to 
tax  the  states  nor  the  municipalities  and 
that  they,  likewise,  have  no  authority  to 
tax  the  federal  government. 

That  the  Internal  Revenue  Depart- 
ment in  Washington  has  been  mystified 
with  queries  relative  to  what  the  gov- 
ernment intends  to  do  relative  to  munic- 
ipally-owned properties  taxation,  further 
was  vouchsafed  in  the  dispatch  from 
Washington,  which  continued : 

Chiefs  of  the  Bureau  of  Internal  Revenue 
have  been  very  much  mystified  by  a  flood 
of  queries  in  the  last  few  days  on  what 
the  bureau  proposed  to  do  regarding  the 
assessment  of  a  tax  against  the  income 
from  the  San  Francisco  Municipal  Rail- 
way, the  Hetch  Hetchy  power  plant  and 
the  Embarcadero  bus  line. 

No  such  policy  has  been  established  for 
the  country  at  large  and  yet  the  bureau 
was  informed  that  Collector  McLaughlin 
was  taking  steps  to  assess  such  a  tax.  The 
bureau,  fearing  that  its  San  Francisco 
agents  were  about  to  commit  a  grievous 
error  that  would  react  adversely,  imme- 
diately wired  Collector  McLaughlin  for 
information. 

The  collector's  answer  was  received  to- 
day and  merely  said  they  were  still  con- 
sidering the  matter  and  were  waiting  for 
authority  from  the  bureau  in  Washington 
before  proceeding.  It  was  intimated  very 
strongly  today  that  this  authority  will  not 
be  forthcoming. 


That  the  matter  of  taxing  San  Fran- 
cisco's municipally-owned  utilities  orig- 
inally was  brought  up  by  McLaughlin, 
the  dispatch  from  Washington  said 
further : 

The  matter  was  brought  up  originally 
by  McLaughlin,  who  inquired  of  the  bureau 
whether  he  should  tax  the  income  from 
these  utilities.  Never  having  heard  of  any 
such  suggestion  before  and,  desiring  to 
ascertain  further  information  in  the  matter, 
the  bureau  asked  McLaughlin  to  send  cop- 
ies of  the  contract  between  the  city  of  San 
Francisco  and  the  Pacific  Gas  &  Electric 
Company  for  the  sale  of  power  for  exam- 
ination by  its  lawyers.  Other  documents 
were  asked  for,  none  of  which  have  yet 
been  received. 

Mr.  McLaughlin  said  that  in  connec- 
tion with  the  proposed  collection  of  a 
tax  of  13i  per  cent  upon  the  municipally 
owned  public  utilities  of  San  Francisco 
the  collection  of  taxes  on  the  bus  lines 
is  a  matter  of  court  record,  and  that  the 
taxes  shortly  will  be  forthcoming. 

The  Washington  dispatch,  announcing 
the  government  does  not  intend  to  at- 
tempt to  collect  taxes  on  municipally- 
owned  properties  in  San  Francisco,  in 
conclusion,  said: 

The  bureau  chiefs  made  it  plain  that  the 
idea  (tax  collection  on  municipally-owned 
properties  in  San  Francisco)  did  not  orig- 
inate anywhere  in  the  Treasury  Department 
in  Washington,  but  came  out  of  San  Fran- 
cisco and  that  they  were  merely  giving  the 
matter  routine  consideration  and  had  no 
idea  of  ever  giving  it  their  approval. 

Mr.  McLaughlin  had  announced  that 
the  government's  move  in  this  city  to 
collect  taxes  on  municipally-owned  util- 
ities was  the  preliminary  act  in  a  nation- 
wide campaign  to  collect  income  taxes 
on  such  properties,  the  total  of  which 
would  run  into  staggering  sums. 


Sale  of  Detroit  United  Unit 

Avoided 

Public  sale  of  the  Detroit-Monroe- 
Toledo  unit  of  the  Detroit  United 
Railway,  Detroit,  Mich.,  has  been 
averted  by  bondholders  who  paid  the 
state  $100,000  on  account  of  back 
taxes.  The  line  was  to  be  sold  at  auc- 
tion on  Nov.  25.  Back  taxes  total 
$739,000.  Bondholders  are  expected 
to  petition  the  state  administrative 
board  to  withdraw  the  penalty  charges, 
leaving  a  net  tax  due  of  about  $500,000. 


Plea  for  North  Shore  Equipment 

Trusts  Heard 

A  recent  application  of  the  Chicago, 
North  Shore  &  Milwaukee  Railroad, 
Highwood,  111.,  for  an  order  authorizing 
the  issuance  of  $804,000  of  new  equip- 
ment trust  certificates  was  heard  by  the 
Illinois  Commerce  Commission  in  Chi- 
cago on  Nov.  22. 


^5,000,000  Illinois  Power  8C 
Light  Issue  Offered 

An  additional  issue  of  $5,000,000  first 
and  refunding  mortgage  bonds,  series 
C,  5  per  cent,  30  years,  of  the  Illinois 
Power  &  Light  Corporation,  Chicago, 
111.,  is  being  offered  by  Harris,  Forbes 
&  Company,  Halsey,  Stuart  &  Company, 
Inc.,  Marshall  Field,  Glore,  Ward  & 
Company,  E.  H.  Rollins  &  Sons,  and 
Spencer  Trask  &  Company.  They  are 
priced  at  98,  yielding  more  than  5.13 
per  cent.  The  Illinois  Power  &  Light 
Corporation  owns  and  operates  electric 
power  and  light,  gas,  heat  and  city  rail- 
way properties  in  a  large  number  o£ 
municipalities  in  Illinois. 


Utility  Operator  Takes  Option 
on  300-Mile  Steam  Road 

The  Texarkana  Gazette  says  that  the 
Louisiana  &  Arkansas  Railroad  has  been 
sold  to  H.  C.  Couch  and  associates.  The 
price  was  reported  to  be  $10,000,000,  of 
which  $500,000  has  been  placed  in 
escrow  with  Charles  S.  McCain,  presi- 
dent of  the  Park  National  Bank,  New 
York,  the  balance  to  be  paid  Jan.  15. 

Mr.  Couch  is  president  of  the  Arkan- 
sas Power  &  Light  Company,  Little 
Rock,  Ark.,  controlled  by  the  Electric 
Power  &  Light  Corporation.  He  has 
long  been  prominent  in  the  utility  field. 
There  has  been  no  intimation  about  the 
ultimate  disposition  of  the  railroad  soon 
to  be  acquired,  but  it  has  been  indicated 
that  plans  ahead  point  to  the  ultimate 
electrification   of  at   least   part  of  this 

302-mile  road. 

» 

Three  Merger  Plans  in 
Washington 

B.  McK.  Bachman,  chief  accountant 
of  the  Public  Utilities  Commission  of 
the  District  of  Columbia,  has  presented 
a  plan  for  consolidating  the  street  rail- 
ways of  the  District.  According  to 
Major  W.  E.  R.  Covell,  who  as  acting 
Engineer  Commissioner  is  also  serving 
as  a  member  of  the  commission,  the 
Bachman  plan  is  expected  to  be  of  mate- 
rial assistance  to  the  commission  in 
working  out  a  merger  plan  to  be  pre- 
sented to  Congress.  It  is  the  only  one 
of  the  three  thus  far  projected  that  is 
before  the  commission  in  complete  de- 
tail. The  scheme  drafted  by  Harley  P^ 
Wilson  has  been  before  the  commission 
officially  since  Oct.  31,  but  it  is  not  in 
complete  form,  and4he  author  does  not 
desire  the  commission  to  discuss  it  at 
public  hearings  until  his  final  plan  is 
submitted. 

The  third  merger  plan,  worked  out 
by  the  firm  of  Charles  Hansel,  con- 
sulting engineers  and  utility  specialists, 
for  the  public  utilities  committee  of  the 
Federation  of  Citizens'  Associations,  is 
now  being  printed  and  put  in  form  for 
publication.  The  Hansel  plan  is  con- 
tained in  a  document  of  125  closely  type- 
written pages  and  more  than  100  maps, 
charts  and  plats.  It  is  based  on  a  com- 
prehensive  transportation  survey  made 


1042 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.22> 


by  the  firm's  engineers,  and  is  said  to  be 
patterned  after  the  so-called  Mitten 
plan,  now  applied  to  the  city  systems 
under  the  direction  of  Mitten  Manage- 
ment, Inc. 

• 

Business  Slump  Hurts 
Youngstown  Receipts 

Traction  Commissioner  Engle  has  re- 
ported for  the  third  consecutive  month 
an  actual  loss  in  the  operation  of  the 
lines  of  the  Youngstown  Municipal 
Railway  Company,  Youngstown,  Ohio. 
The  company,  in  September,  failed  by 
$11,009  to  pay  expenses,  the  report 
shows.  The  actual  losses  in  July  and 
August  were  $2,786  and  $1,990.  The 
company  should  have  earned  $26,738  on 
a  7  per  cent  basis  in  September. 

Revenues  slumped  in  September  to 
$114,355,  a  $20,000  drop  from  the  $164,- 
958  revenue  in  September,  1926.  While 
the  earnings  dropped,  the  mileage  de- 
creased about  5,000  miles,  from  468,345 
in  September,  1926,  to  463,546  in  1927. 
In  other  months  this  year,  with  falling 
incomes,  the  mileage  has  been  increased 
over  the  same  months  in  1926.  Earn- 
ings for  September  fell  off  $6,000  from 
those  in  August  and  $9,000  from  the 
July  revenue.  Mr.  Engle  attributes  the 
lowered  earnings  to  the  general  slump 
in  business. 


Seeks  Right  to  Purchase  Short 

California  Line 

Permission  to  buy  control  of  the  Peta- 
luma  &  Santa  Rosa  Railroad,  Petaluma, 
California,  was  sought  from  the  Inter- 
state Commerce  Commission  on  Nov. 
30  by  the  Southern  Pacific  and  Santa 
Fe  Railroads,  acting  jointly.  The  Peta- 
luma company  owns  40  miles  of  line 
and  operates  steamboats  into  San  Fran- 
cisco. The  purchasing  corporations 
have  a  contract  to  pay  $90  a  share  for 
two-thirds  of  the  outstanding  stock  of 
the  Petaluma  company. 


San  Antonio  Preferred 
on  Special  Terms 

An  opportunity  to  purchase  the  pre- 
ferred stock  of  the  San  Antonio  Public 
Service  Company,  San  Antonio,  Tex., 
has  been  offered  to  the  employees  up 
until  Dec.  15.  The  stock  will  sell  at 
$100  a  share,  with  payments  to  be  made 
$5  a  share  when  stock  is  purchased  and 
$5  a  share  each  month  thereafter  until 
the  stock  is  entirely  paid  for.  Not 
more  than  ten  shares  will  be  sold  to 
any  one  person. 

In  the  Broadcaster,  the  official  pub- 
lication of  the  company,  W.  B.  Tuttle, 
president,  said  that  he  would  recom- 
mend all  employees  who  can  do  so  to 
make  arrangements  to  purchase  at 
least  one  share.  The  company  has 
been  offering  its  preferred  stock  for 
local  sales  for  a  number  of  years,  and 
more  than  $4,000,000  has  been  invested 
by  people  in  San  Antonio  and  the 
vicinity. 


Receivership  Lifted  in 
St.  Louis 

Property  there  passed  on  Dec.   I  to  repre- 
sentatives of  bondholders  following 
foreclosure 

♦•T^OLLA  WELLS,  receiver,"  ceased 

A  »-  to  function  at  midnight  Nov.  30, 
as  the  United  Railways'  properties  in 
St.  Louis  and  St.  Louis  County,  Mo., 
passed  to  the  St.  Louis  Public  Service 
Company  at  that  time  and  the  new 
owners  are  now  in  possession  of  the 
system.  Rolla  Wells,  receiver,  had 
been  in  charge  of  the  lines  since  April 
12,  1919. 

United  States  District  Judge  Faris  on 
Nov.  26  issued  an  order  for  delivering 
three  of  the  United  Railways  subsid- 
iaries to  the  St.  Louis  Public  Service 
Company  for  operation  at  the  end  of 
November.  Receiver  Wells  in  accept- 
ing the  order  told  the  court  he  would 
turn  over  the  entire  system  at  the  same 
time.  A  court  order  to  that  effect  was 
prepared. 

J.  K.  Newman,  New  York,  head  of 
Newman,  Saunders  &  Company,  and 
Frank  O.  Watts,  president  of  the  First 
NationaFBank  in  St.  Louis,  directed  the 
reorganization  of  the  United  Railways 
properties. 

A.  L.  Shapleigh,  president  of  the 
United  Railways,  is  to  head  the  new 
company;  Stanley  Clarke,  general  coun- 
sel of  the  reorganization  committee,  will 
be  e.xecutive  vice-president  and  Sam 
W.  Greenland  will  be  in  charge  of 
operations. 

The  properties  ordered  turned  over 
to  the  new  company  include  the  Mis- 
souri Electric  Railroad,  Florissant  Con- 
struction, Real  Estate  &  Investment 
Company  and  the  Merchants  Express 
Company,  which  operates  lines  between 
Wellston  and  St.  Charles,  Mo.,  and  to 
other  points  in  St.  Louis  County. 

In  his  order  Judge  Faris  pointed  out 
that  "there  is  no  longer  any  necessity 
for  continuation  of  the  receivership." 
He  conditioned  the  surrender  of  the 
railway  properties  upon  the  St.  Louis 
Public  Service  Company  agreeing  to 
pay  all  debts,  obligations  and  other 
liabilities  incurred  during  the  receiver- 
ship. 

Receiver  Wells  was  also  directed  by 
the  court  to  submit  speedily  a  final  re- 
port of  his  receivership  so  that  the 
receivership  can  be  legally  terminated 
and  the  receiver  discharged. 

To  facilitate  the  transfer  of  the  sys- 
tem to  the  new  owners  the  St.  Louis 
Public  Service  Company  asked  the 
Public  Service  Commission  that  the 
existing  fare  schedule  of  the  United 
Railways  be  filed  in  its  name  as  of 
Dec.  1.  The  other  application,  by 
E.  P.  Walsh,  president  of  the  Missouri 
Electric  Railroad,  was  for  the  filing  in 
the  name  of  that  company  the  present 
fare  rate  schedule  of  the  United  Rail- 
ways for  the  line  between  Wellston  and 
St.  Charles  as  of  Dec.  1.  No  change 
in  the  fares  was  asked  in  either  appli- 
cation. 

With  the  receivership  of  the  United 
Railways  officially  ended  the  St.  Louis 


Board  of  Estimate  and  Apportionment 
is  expected  to  give  immediate  attention 
to  the  adjustment  of  the  city's  $3,500,000 
mill  tax  claim  against  the  railway. 

The  city  has  the  alternative  of  ac- 
cepting either  one-third  in  cash  or 
two-thirds  in  the  preferred  stock  of  the 
new  company.  The  city  has  until  Dec. 
IS  to  decide  which  settlement  to  accept. 
However,  under  its  new  charter  it  is 
prohibited  from  holding  stock  in  private 
corporations. 

The  mill  tax  originally  assessed 
against  the  railways  was  $2,396,321,  but 
with  interest  the  amount  now  is  $3,500,- 
000.  The  railway  system  was  thrown 
into  receivership  shortly  after  the 
United  States  Supreme  Court  had  up- 
held the  legality  of  the  mill  tax. 

Judge  Faris  of  the  United  States 
District  Court  had  classed  the  city  as 
a  general  unsecured  creditor.  City 
officials  have  been  fighting  for  full  pay- 
ment of  the  mill  tax  with  interest  to  date. 


Approximately  749,000,000 
Passengers  Carried  in  Canada 

Electric  railways  of  Canada  carried- 
748,710,836  passengers  in  1926,  and  the 
gross  revenues  were  the  largest  in  their 
history,  but  the  majority  of  them  failed 
to  pay  dividends.  The  net  result  of  the 
operation  of  all  electric  railways  was  a 
deficit  of  $285,260,  and  two  Ontario 
street  railways,  in  Thomas  and  Peter- 
boro,  ceased  operations. 

Although  the  net  income  available  for 
dividends  and  reserves  amounted  to 
$8,401,896,  which  was  $1,678,017  more 
than  in  1925,  the  total  deductions  were 
increased  by  $668,758,  so  that  the  net 
result  of  the  operation  of  all  railways 
was  a  deficit  of  $285,260,  compared  with 
a  deficit  of  $1,294,519  in  1925. 

During  the  year  $2,647,010  was  paid 
in  dividends  by  six  railways  and  $6,040,- 
147  was  charged  to  reserves  and  special 
charges  by  45  of  the  railways.  Of  the 
61  railways  operated,  24  railways,  after 
paying  all  charges,  including  dividends, 
showed  surpluses  aggregating  $1,540,- 
368  and  the  other  37  railways  showed 
deficits  amounting  to  $1,565,626. 

The  Montreal  Tramways  carried  207,- 
754,983  passengers  and  the  Toronto 
Street  Railway  183,494.076  passengers. 
The  British  Columbia  Electric  Railway, 
which  operates  more  mileage  than 
either  Toronto  or  Montreal,  carried 
74,018,102  passengers,  while  the  Winni- 
peg Electric  carried  57,985,144.  The 
Hamilton  Street  Railway  had  50,113,622 
passengers  and  the  Ottawa  Railway 
35,753,611.  Fare  passengers  carried  by 
the  Montreal  Tramways  increased  by 
6,251,745,  or  3.1  per  cent,  and  the 
Toronto  Transportation  Commission's 
traffic  increased  by  2,714,136  fare  pas- 
sengers. The  township  of  York  and 
town  of  Weston,  which  handles  urban 
traffic  in  the  suburbs  of  Toronto,  showed 
an  increase  of  3.059,044  fare  passengers. 
The  Winnipeg  Electric  showed  an  in- 
crease of  2,889,086  passengers,  the 
Sandwich,  Windsor  and  Amherstburg 
an  increase  of  2,138,548  passengers  and 


December  3,  1927 ELECTRIC  RAILWAY  JOURNAL  jq43 

the    Ottawa    Electric    an    increase    of  tf-yo  c:f\A   tvt  *  n     £^                       „ 

1,386,949  passengers  ^78,504  Net  Profit  company,  with  a  view  to  meeting  com- 
With  a  few  exceptions  the  interurban  »"  Mexico  City  petition,  decided  to  make  a  number  of 
lines  showed  a  reduced  traffic  and  those  n.».  f  wu  a^  •  ^  .  f"^f^  '2  routing  of  the  cars,  to 
which  showed  an  increase  handled  a  ,,°'?^'^^'°"  t  ^^^  ^1^""'^°  Tramway,  ^  into  effect  a  reduced  fare,  to  enlarge 
larger  urban  traffic,  such  as  the  British  n  '"''?,  '^'0^^'?''°'  ^""^  ^^^  ^^""^  ^"^^^  !  •  ''^^  ^°T  ''"'^  '°  suppress  on  cer- 
Columbia  Electric,  which  showed  an  in-  ^jr-Ja  I  a  ",  "^^  ^  ?^'  P'""^*  °^  a^'°  ™!l  ^^'^  'f'^?"'^  *^'^''  ^^'"^''=^- 
crease  of  2,922,177  passengers  The  ^^^'^"^  after  deductions  for  tax  pay-  Among  the  proposals  for  meeting  the  jit- 
Montreal  &  Southern  Counties  and  Nio-  '"^"'*  •  depreciation.  This  repre-  "ey  competition  was  a  scheme  for  selling 
issing  Central  had  heavier  traffic  than  ^'^"t?  =^"  '""ease  of  $608,759  over  the  weekly  tickets  for  $2.50  (pesos)  allowing 
in  1925,  but  the  Niagara  St  Catharines  '''^^"  ■  obtained  during  the  previous  unlimited  riding  throughout  the  enlarged 
&    Toronto    reported    a    reduction    of  JZV  ^^".'^  ^  ^T^  1°''  ^^'  '^"  city  zone. 

1,069,824  passengers   the  Windsor   Es-  u  °''''"^  '°  ^  ^^"^^  ^^^^  ^''^^  Place  ,   Dunng  the  year   35   interurban  and 

sex    &    Lake    Shore    a    reduction    of  °"  ,     •  P™Pe''t>'   during   the   first   two  fourteen  city  cars  were  equipped  with 

105,437  passengers,  and  other  interurban  ^e^ks  in  March.  safety   doors   and   steps   at   both   ends; 

roads  smaller  reductions  ^  ^"  '"^  '■^P^''*  °^  President  G.  R.  G.  f>  ^ty  cars  were  equipped  with  safety 

,  Conway,  recently  issued,  it  is  said  that  "oo^s  and  steps  on  the  rear  end. 

the  unfavorable  situation  in  connection         I"  Mexican  currency  $1,511,388  was 

Would   Permit   Profit   on   Bo.ston  ^'*   *he   jitney   continued   during   the  expended  during  the  year   for   repairs 

Reoreanized  RoaW  •X*^^'"'  '^'^'^  ^"""^  ^''&^t  modifications  in  ^"d  maintenance.    In  the  same  period  a 

„,       ^          ^                       "  the  jitney  routes  and  the  establishment  total   of  $862,293  was   spent   on  track. 

The    Massachusetts    Department    of  oi  some  crosstown  lines.     The  number  overhead  lines  and  buildings.     During 

Public  Utilities  has  authorized  the  Bos-  of  jitneys  in  service,  however,  has  de-  the  year  $453,901  Mexican  currency  was 

ton,  Worcester  &  New  York  Street  Rail-  clined  from  about  2,200  in  1924  to  1,400  ^P^nt  upon  new  completed  and  uncom- 

way  to  issue  $2,066,000  of  capital  stock  at  the  end  of  1926.  pleted  construction  work  and  upon  re- 

and  $1,008,000  of  bonds,  in  connection  During  the   year  there   was   an   im-  construction  work,  properly  chargeable 

with  the  financial  reorganization  of  the  provement  in  traffic  conditions  and  an  to  capital  account. 

company.  This  is  the  successor  com-  attempt  was  made  by  the  traffic  depart-  ^^e  accompanying  table  shows  gross 
pany  to  the  Boston  &  Worcester  Street  ment  of  the  Federal  District  toward  earnings,  operating  expenses  and  mis- 
Railway,  sold  at  receivership  to  a  group  controlling  and  regulating  the  traffic  in  cellaneous  information  for  the  year  end- 
of  bondholders  headed  by  Henry  B.  a  more  satisfactory  manner  than  had  '"8^  ^^c.  31,  1926,  compared  with  the 
?iln"n'  ^°^'°"-  The  sale  price  was  been  the  case  in  previous  years.  The  y^^^  1925.  The  thirteenth  annual  re- 
$360,000. ■_ port  includes  both  the  statement  of  the 

si  Jn  ZZt\1  foTJii'^rigXt;  ^^^~  "xT^^vr ^-  ™  Sent.''^^^'^^^  ^"'  ''^  '^'°''  ^'  ^^« 
observation:  ikamways  , 

T.                   .       ,  r.       r.        •                                                  "26               1925 

To  permit  the  company  to  make  a  profit,  ^"  Earnings:                             (Mexican  Currency)  Forprlnciir*.  Qo..r,f,»  -* 

if  it  IS  able  to  do  it,  based  upon  the  proposed        Mn'ntSfT  V; '•  •  •  «?.«J.549  «7,635,80l  roreciosure  bought  at 

capitalization,   will   in  no   way   impose   an  &te'/ed  ca/s^.;:::':----     ''^'H^i    ''"{111?  Port  Arthur 

unfair  burden  upon  the  public,  as  the  public        Freight.. . .     ;       iy,\s76      339,050  v,..^.^               r 

will  obtain  the  use  of  the  property  bv  oav-       p,'^!*^,^ ""' p""*'» "0.^95      i07,628  ^foreclosure  of  a  mortgage  and  sale 

ing  a  return  on  the  value  which  is  not  in       Om.Sbi,::; '"•'"      211,723  of   the    property   of    the    Port    Arthur 

excess  of  the  cost  of  replacing  it  and  which           ~  .  ,                          '  ■    ■ —  Traction  Company,  Port  Arthur,  Tex  . 

L™^n^°'"-''Jr  ?2,000,000  less  than  the  MisJua'S'eousearning.-.:-:--  "•"7'o26  "'fwlM  i^  ^^^^^^^^^  in  a  petition  filed  by  the 

SSV«  "■^"i"=°"l**i.TX"iJsSJ  x-si. ..3..»„..,.„  ?Lwi;f?r  '^T'A^"^ 

to  the  bondholders  that  they  be  given  an  Maintenance,  tax«  and  dV-  ''       *'"'"'  railways    first    mortgage    S    per    cent 

opportunity  to  recover,  so  long  ^  no  in-          p^^"^*'">'^ 3,346,029   4.044,.<69  bonds     outstanding   to    the    amount   of 

justice  is  done  to  the  public,  the  value  of             Total  expenaea 9  852  776  10  527  288  *293,000.     Interest  on  the  outstanding 

that  which  they  advanced  to  the  old  com-  Net  earnings  from  operation.  '          '     '  ^""^s    is   said   to   be   in   default   since 

WUM       ^t.  ■  inMexioo $78,504   *S530  255      ■*     "'    ^^'^O- 

While    there    may    be    some    possibility     ^  W30.255  ^ 

that  some  one  of  the  public  mav  be  in-     ^^ff^fers  earned: 

<i"ced  to  give  undue  weight  to  ^he  ap-     2^d"t .:: ::::;:::::::::  Uitt'Vol  ^l^^f??      Po^'o"  of  Seneca  Falls  Line 

proval  of  this  department  of  the  capitaliza-        Omnibusee '•*".";.""'  "JtMOS  AKa«^o«oJ 

tion  m  the  purchase  of  the  company's  se-  .,,„.,„  ,,„,„„„                             ADandoned 

cunties,  we  are  of  the  opinion  that  under  ^     ,                                86.934,623  86,019.139        ^he   Public   Service   Commission  re- 

thecircumstaiices  that  ought  not  to  stand       Total  car  mileage 18,568,009  18,090,841  cently    granted    the    petitions    of    the 

"ro?o^ser  °'  '''''''"'  ^•'^  reorganization  Av._a.^^mw  of  ^.senger  Gene'va,'seneca  Falls  TSurn  ^Rat 

We  are  not  impressed  with  the  argument  S'*"',"?"  ■■,•■••■■' 389. 73       379. 59  ^°     '         !!  ^"'^  '*®  receivers,  Hoskins  & 

that  the  sale  price  at  the  receiver's  sale  o^b^t'"^ ""'•"*"•••          ■*•'*          ''2  V^",'  *"^  approved  the  declaration  of 

indicates  the  value  of  the  property  for  street  ^-^^  abandonment  of  a  portion  of  its  line  in 

railway  purposes.    No  one  was  in  a  posi-  ''"°'*' 393. 88       387. 47  Seneca  Falls. 

i-n°comoe''tiHon^w;t^'!t,"'''^'^  "*'•'"*  ^  '^^'^    ^''"'""'  ^"^^"^  ^  p'«'«'««  •    ^*  "^^I  '''°,'^"  ^^  evidence  at  hear- 

.!^;tt.?^       ■.       *  *^  reorganization  com-     .  «^  Pf  day. t63. 86       »65. 32     >ngs  and  conferences  that  the  road  was 

brdhild^s^rS^ssemr  to^  ^"  f:  ni^nSfe--^''.™--  .5n7        .5283    ope-ting  at  a  loss,  that  forecLure  p"" 

organization  ptn,  and  the  o"nTy  effecf  of  an  °''-^t"lnniSa\iS!:1S?  ^'±1^  ^^d.  ^.^^  i^ti^ed  against  the 

increased  price  at  the  receiver's  sale  would  -^""^''^'Passsngei- services.  .4758        .5046    company  and  that  the  abandonment  of  a 

have  been  to  increase  the  amount  of  money  ""uTLnZ^i^Sf^'^^r  P°^'°"  "^  *«.  ^'^^  ^^'  P^posed  in  the 

wnich  would  be  available  to  non-assenting  -."^rniile.  passenger  services.  .5237          5755    "°P^  that  savings  could  be  made  to  in- 

bondholders     who     held     less     than     150  o^^ra'uon'"'"  **'°"*"'°'"  ,27  208      «7  «o    s"re  partial  operation. 

°^-  Percentage  of  grras  eiendi'-  '               '             Commissioner  Brewster  said  that   if 
The  main  purpose  of  the  sale  was  to  Soiftion,  t'^g^ffea"™-  the  railroad  were  making  a  profit  on  the 
acquire  title   and  to   provide  sufficient    vJS^^i«„„- i j.-  »'•"        92.  ii     entire  system,  it  could  be  held  to  a  con- 
funds  to  meet  the  receiver's  obligSs  ^'^^^X^L^urt^T^lt  ''""^"«  of  this  line.     But  this  was  not 
Reference  was  made  to  the  sale  in  the  ||fP«"ation.  to  gross  earn-  the   case  and   the   company   was   faced 

Electric  Railway  Journal,  issue  of       'Deficit '°*'^°    ?"*"  ."^  determination  of  what  was  best 

Nov.  12,  page  920.  _^ lor.  the  public  which  is  served  by  the 

entire  road. 


1044 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.23 


^ 


Le^al  T^otes 


—""^^"^^ 


Federal  Supreme  Court  —  Care 
Required  by  Truck  Driver  at 
Obscured  Railroad  Grade  Cross- 
ing. 
The  driver  of  a  motor  truck  was 
hit  by  a  locomotive  at  obscured  grade 
crossing.  He  had  been  driving  at  the 
rate  of  10  or  12  m.p.h.,  but  had  cut 
down  his  rate  to  5  or  6  m.p.h.  at 
about  40  ft.  from  the  crossing.  A 
good  view  of  the  track  was  obscured 
by  a  section  house.  It  was  daylight 
and  the  driver  was  familiar  with  the 
crossing.  The  court  held:  "It  ap- 
pears to  us  plain  that  nothing  is 
suggested  by  the  evidence  to  relieve 
Goodman  from  responsibility  of  his 
own  death.  When  a  man  goes  upon 
a  railroad  track  he  knows  that  he 
goes  to  a  place  where  he  will  be 
killed  if  a  train  comes  upon  him 
before  he  is  clear  of  the  track.  He 
knows  that  he  must  stop  for  the 
train,  not  the  train  stop  for  him.  In 
such  circumstances  it  seems  to  us  that 
if  a  driver  cannot  be  sure  otherwise 
whether  a  train  is  dangerously  near, 
he  must  stop  and  get  out  of  his  ve- 
hicle, though  obviously  he  will  not 
often  be  required  to  do  more  than  to 
stop  and  look.  It  seems  to  us  that  if 
he  relies  upon  not  hearing  the  train 
or  any  signal  and  takes  no  further 
precaution,  he  does  so  at  his  own 
risk.  If,  at  the  last  moment  Good- 
man found  himself  in  an  emergency, 
it  was  his  own  fault  that  he  did  hot 
reduce  his  speed  earlier  or  come  to 
a  stop.  It  is  true  *  *  *  that  the  ques- 
tion of  due  care  very  generally  is  left 
to  the  jury.  But  we  are  dealing  with 
a  standard  of  conduct,  and  when  the 
standard  is  clear  it  should  be  laid 
down  once  for  all  by  the  courts.  [Bal- 
timore &  Ohio  R.R.  vs.  Goodman,  48 
S.  Ct.,  24.] 

Delaware  —  Failure  of  Railroad 
Crossing  Signal  Not  Necessarily 
Negligence. 

"While  a  railroad  company  is  under 
ro  original  obligation  to  place  a  signal 
bell,  gong,  or  blinker  light  at  a  public 
crossing,  yet  if  it  has  done  so  and 
has  maintained  the  same  for  a  long 
time,  travelers  over  such  crossings 
have  a  right  to  presume,  if  upon  ap- 
proaching said  crossing  the  bell  or 
gong  is  not  ringing  or  the  light  shin- 
ing, that  they  may  pass  over  the 
crossing  safely,  if  in  the  exercise  of 
'  due  care  and  caution  nothing  appears 
to  the  contrary.  But  the  failure  of 
the  company  to  ring  a  signal  bell  at 
the  crossing  or  to  have  the  blinker 
lights  shining  or  to  give  other  due 
and  proper  warning  of  an  approach- 
ing train  would  not  excuse  the 
deceased,  when  approaching  the 
crossing  and  before  going  over  the 
track,  from  exercising  reasonable 
care    and    caution,    such    as    an    or- 


dinarily prudent  and  careful  man 
would  exercise  under  similar  circum- 
stances." [MacRobert  vs.  Baltimore  & 
Ohio  Railroad,  138  At.,  904.] 


Missouri — The  Status  of  Person 
Transferring  From  One  Car  to 
Another. 

Street  railway  tracks  had  not  been 
completed  across  a  highway  viaduct, 
and  passengers  were  accustomed  to  ride 
as  far  as  they  could  on  one  side,  to 
receive  a  transfer,  walk  across  the 
viaduct  and  take  a  car  on  the  other 
side.  The  status  of  a  person  injured 
while  so  crossing  the  viaduct  was  held 
for  the  jury.  The  mere  possession  by 
him  of  a  transfer  did  not  necessarily 
make  him  a  "passenger."  [Watts  vs. 
Fleming  et  al.,  298  S.W.,  107.] 

New  York  —  Questions  Pertinent  to 
Be  Asked  by  Public  Service 
Commission. 

Under  the  Public  Service  Commis- 
sion Law  a  witness  cannot  be  re- 
quired to  answer  questions  unless 
they  are  material  and  pertinent  to 
the  purpose  of  the  investigation 
being  conducted.  The  burden  of 
proving  materiality  and  pertinency  is 
on  the  commission.  It  is  not  suffi- 
cient that  the  Commission  or  its 
council  deem  the  questions  to  be 
pertinent  and  legal.  Questions  asked 
of  a  witness  as  to  prices  paid  by  him 
for  the  stock  of  a  transit  corporation 
are  irrelevant  and  immaterial,  but 
questions  as  to  the  amount  of  stock  in 
one  transit  corporation  held  by  a  com- 
peting transit  corporation  of  which 
the  witness  was  an  officer  and  within 
90  days  before  the  investigation, 
were  material  and  pertinent.  A 
man's  character  and  integrity  are  not 
proper  subjects  for  investigation  by 
an  administrative  body  of  the  transit 
commission.  [In  re  Dahl,  224  N.Y. 
Sup.,  210.] 

Ohio — Conditions  Under  Which  Su- 
preme Court  Will  Reverse  Com- 
mission. 

The  Public  Utilities  Commission 
granted  a  certificate  of  convenience 
and  necessity  to  an  individual  to 
operate  a  bus  line  without  pick-up 
service  between  Steubenville  and 
Bridgeport.  The  case  was  appealed 
to  the  Supreme  Court  by  an  existing 
bus  line,  a  steam  railroad  and  an 
electric  railway  company.  The  court 
said  that  it  would  not  substitute  its 
judgment  for  that  of  the  commission 
as  the  order  was  not  against  the 
manifest  weight  of  the  evidence, 
which  it  did  not  find  to  be  the  case 
in  this  suit.  [Ohio  Valley  Transit  Co. 
et  al.  vs.  Public  Utilities  Commission, 
158  N.E.,  182.  (See  also  very  similar 
case,  Lykins  vs.  Public  Utilities  Com- 
mission, 158  N.E.,  171.)] 


Oklahoma  — 5'/a<M<^  for  Regulating 
the  Use  of  Public  Highzuays  by 
Motor  Carriers  for  Hire  Held 
Valid  Exercise   of  Public  Power. 

Chapter  113  of  the  state  laws  is 
based  on  the  theory  that  the  individ- 
ual citizen  has  no  right  to  use  the 
highway.s  of  the  State  for  private 
enterprise  to  the  detriment  of  the 
general  public,  and  that  where  in- 
dividual interest  conflicts  with  public 
interest,  as  must  be  the  necessary  re- 
sult in  the  use  of  public  highways 
for  private  purposes  without  regula- 
tion, the  government  is  never  impo- 
tent to  protect  the  public  welfare. 
A  private  motor  carrier,  operating 
over  the  public  highways  of  the  state, 
though  without  regular  or  fixed  time 
schedules,  between  fixed  points  in  the 
transportation  of  commodities  for 
hire  under  separate  contracts  with 
several  business  concerns,  is  a  "motor 
carrier"  within  the  meaning  of  the 
law.  Hence  it  is  subject  to  control 
and  regulation  by  the  provisions  of 
the  law.  The  case  is  differentiated 
from  Frost  vs.  California  Railroad 
Commission,  as  decided  by  the  United 
States  Supreme  Court.  [Barbour  vs. 
Walker,  259  P.,  552.] 

Pennsylvania  —  Railway  Not  Re- 
sponsible When  Sharp  Heel  of 
Woman  Passenger  Is  Caught  in 
Groove  of  Curved  Rail. 

A  woman  passenger  after  alighting 
from  a  car  caught  the  sharp  heel  of 
one  of  her  shoes  in  the  groove  of  a 
curved  rail.  The  groove  was  of  the 
customary  size,  i.e..  Hi  in.  wide  and 
1}  inches  deep.  The  plaintiff  had  not 
asked  to  be  assisted  while  alighting. 
The  railway  was  held  not  responsible. 
[Low  vs.  Harrisburgh  Rys.,  138  At, 
852.] 

Texas — Duty  of  Motorman  to  Auto- 
mobile Stalled  on  Track. 

To  make  a  railway  company  re- 
sponsible where  a  motorman  ran  into 
an  automobile  stalled  on  the  track, 
"it  must  appear  that  the  driver  of  the 
street  car  actually  saw  the  automobile 
on  the  track,  and  knew  and  realized 
the  danger  to  its  occupants  in  time 
to  have,  by  the  use  of  the  means  at 
hand,  consistent  with  the  safety  of 
the  street  car,  avoided  the  collision, 
and  then  failed  to  do  so.  If  he  had 
no  such  knowledge,  the  doctrine  [of 
discovered  peril]  did  not  apply, 
although  it  appeared  that  by  the 
exercise  of  ordinary  care  he  might 
have  acquired  same."  [Eastern  Texas 
E.  Co.  vs.   Smith,  298  S.W.,  314.] 

Washington — Right-of-Way  at  Cross- 
ing Defined. 

Under  the  state  law,  street  cars  have 
a  right-of-way  at  street  intersections 
over  other  vehicles  simultaneously  ap- 
proaching such  intersections.  Such 
right-of-way,  however,  must  be  exer- 
cised with  care  and  with  due  regard  to 
the  use  of  the  street  by  others.  [Lung 
vs.  Washington  W.  P.  Co.,  258  P.,  832.] 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1045 


Personal  Items 


-rr'^^ 


G.  H.  Conklin  Heads  Carolinas 
Bureau 

George  H.  Conklin,  whose  election  as 
secretary  and  treasurer  of  the  North 
and  Soutli  Carolina  Utilities  Informa- 
tion Bureau  was  announced  in  the 
Electric  Railway  Journal,  issue  of 
Nov.  26,  has  been  affiliated  with  the 
Augusta-Aiken  Railway  &  Electric 
Corporation,  Augusta,  Ga.,  since  1891. 
From  a  college  in  Kansas  he  went  to 
Augusta  as  secretary  to  the  then  pres- 
ident, CoL  D.  B.  Dyer,  who  built  and 
operated  the  road,  with  Jarvis  and 
Conklin  as  partners,  until  they  sold  it 
in  1902.  Mr.  Conklin  has  served  in 
nearly  every  department  incident  to  the 
business  and  Jias  been  in  charge  of  the 
claims  department  for  the  entire  36 
years.  During  this  time  he  has  served 
with  a  half  dozen  ownerships  and  fif- 
teen different  managers.  For  the  past 
eight  years  Mr.  Conklin  has  been  de- 
voting his  time  and  attention  espe- 
cially to  publicity  and  safety,  having 
helped  to  organize  the  safety  organi- 
zation. 

His  present  title  is  director  of  pub- 
lic relations.  As  secretary  and  treas- 
urer of  the  North  and  South  Carolina 
Utilities  Information  Committee,  to 
which  position  he  was  elected  at  the 
recent  meeting  in  Charlotte,  he  suc- 
ceeds Raymond  Hunt,  vice-president 
of  the  Tidewater  Light  &  Power  Com- 
pany at  Wilmington. 

Mr.  Conklin  is  a  member  of  the 
Georgia  Manufacturers  Association, 
the  Utilities  Information  Committee  of 
Georgia  and  the   Board  of  Commerce. 


1923  was  transferred  to  the  Long  Island 
Railroad  as  vice-president. 


The  board  of  directors  also  trans- 
ferred William  U.  Moyer,  assistant  to 
the  president  and  now  stationed  at 
Philadelphia,  to  New  York  City. 

Mr.  Le  Boutillier  has  been  in  the 
service  of  the  Pennsylvania  Railroad 
for  32  years.  In  1920  he  was  appointed 
general  superintendent  of  the  Eastern 
Pennsylvania  Division,  with  head- 
quarters   at    Harrisburg,    Pa.,    and    in 


J.  F.  Orr,  sales  manager  of  the  Idaho 
Power  Company,  has  become  manager 
of  the  Ogden  division  of  the  Utah  Light 
&  Power  Company  at  Ogden,  Utah. 
He  had  been  engaged  continuously  in 
one  field  of  service  eighteen  years. 

T.  F.  Drew  has  resigned  as  president 
of  the  Middlesex  &  Boston  Street  Rail- 
way, Newtonville,  Mass.,  and  H.  H. 
Hanson  was  elected  in  his  place.  J.  L. 
Richards  resigned  as  chairman  and  Mr. 
Drew  was  made  chairman. 


Friends  Honor  W»  H.  Sawyer 

New  president  of  Stevens  &  Wood  welcomed  back  to  New  York 
at  testimonial  dinner  on  Nov.  28 


WH.  SAWYER,  recently  elected 
•  president  of  Stevens  &  Wood, 
Inc.,  New  York,  was  the  gfuest  of  honor 
at  a  testimonial  dinner  at  the  Engineers 
Club,  New  York,  on  Nov.  28,  arranged 
by  a  group  of  his  friends  in  the  railway 
and  utility  business  so  as  to  welcome 
"Bill,"  as  he  is  best  known  among  them, 
back  as  a  resident  of  New  Y'ork.     The 


New  Resident  Vice-President  of 

Pennsylvania  in  New  York 

George  Le  Boutillier,  vice-president 
of  the  Long  Island  Railroad,  was  elected 
on  Nov.  23  to  the  newly  created  posi- 
tion of  resident  vice-president  of  the 
Pennsylvania  Railroad  in  New  York 
City.  This  step  has  been  taken  in  order 
that  the  Pennsylvania  Railroad  may  be 
more  adequately  represented  in  the 
largest  city  of  the  country  by  an  officer 
of  executive  rank.  Mr.  Le  Boutillier,  in 
his  new  capacity,  will  be  in  a  position 
to  deal  with  the  questions  arising  at 
New  York  authoritatively  as  a  Penn- 
sylvania Railroad  senior  representative 
in  New  York  City.  He  will  also  con- 
tinue to  serve  as  vice-president  of  the 
Long  Island  Railroad,  but  will,  however, 
be  largely  relieved  of  operating  details 
by  reason  of  the  recent  appointment  of 
R.  K.  Rochester  to  the  position  of  gen- 
eral manager  of  the  Long  Island  Rail- 
road. Heretofore  Mr.  Rochester  was 
assistant  general  manager  of  the  Penn- 
sylvania Railroad,  stationed  in  New 
York  City.  As  general  manager  of  the 
Long  Island  he  will  personally  direct 
its  operations. 


W.  H.  Sawyer 

guests  included  men  high  in  the  councils 
of  the  utility  business,  whose  contact 
and  friendship  with  the  new  Stevens  & 
Wood  executive  date  back  many  years. 

Little  time  was  spent  in  dwelling  upon 
Mr.  Sawyer's  ability  as  an  engineer  and 
an  executive.  His  business  record  was 
so  well  known  to  those  who  attended 
the  dinner  that  speakers  confined  their 
remarks  largely  to  their  impressions  of 
their  guest  as  a  man  and  a  friend.  These 
testimonials  threw  into  relief  the  many 
sterling  qualities  which  have  won  for 
Mr.  Sawyer  a  country-wide  reputation 
for  straightforward  dealing,  honesty  of 
purpose  and  unflinching  courage,  tem- 
pered with  tolerance  and  broadminded 
acceptance  of  an  opposing  point  of  view. 

J.  N.  Shannahan,  past-president  of 
the  American  Electric  Railway  Asso- 
ciation, acted  as  toastmaster.  He  said 
that  it  seemed  eminently  fit  that  a  dinner 
to  Bill  Sawyer  should  be  confined  to  a 
small  group  of  personal  friends,  because 
loyalty  to  his  friends  has  always  been 


one  of  the  outstanding  characteristics  of 
the  guest  of  honor.  Other  speakers  in- 
cluded Charles  Gordon,  speaking  for 
James  H.  McGraw ;  F.  R.  Coates,  Frank 
Hedley,  R.  P.  Stevens,  L.  S.  Storrs, 
T.  A.  Kenny  and  Mr.  Sawyer. 

Several  speakers  characterized  Mr. 
Sawyer's  service  to  the  industry  during 
the  past  year  as  president  of  the  Amer- 
ican Electric  Railway  Association  as  an 
outstanding  achievement,  since  he  had 
devoted  himself  unstintingly  to  the  task 
of  arousing  local  transportation  men  to 
an  adequate  appreciation  of  present-day 
public  demand  by  preaching  the  gospel 
of  a  new  day,  of  new  conditions  and  of 
new  demands  upon  the  industry.  The 
result  of  that  work  was  evidenced  by  the 
Cleveland  convention,  with  its  dramatic 
revival  of  spirit  and  enthusiasm  among 
manufacturers  and  operating  executives. 

Active  Executive  with  Broad 
Training 

In  commenting  on  Mr.  Sawyer's  ac- 
cession to  the  post  of  president  of  the 
Stevens  &  Wood  organization,  R.  P. 
Stevens,  now  chairman  of  the  board, 
said  that  the  move  was  dictated  by  the 
expansion  of  the  firm's  business  and  the 
need  for  an  active  executive  of  broad 
training,  foresight,  courage  and  winning 
personality. 

After  he  was  graduated  from  the  Uni- 
versity of  Nebraska  Mr.  Sawyer  had 
nine  years  of  diversified  experience  with 
the  General  Electric  Company.  He  then 
became  engineer  in  charge  of  the  New 
York  office  of  Ford,  Bacon  &  Davis, 
where  he  served  for  another  nine  years. 

In  1914  the  E.  W.  Clark  &  Company 
Management  Corporation  elected  him 
to  the  position  of  vice-president,  in 
which  post  he  broadened  his  experience 
in  utility  management,  engineering  and 
construction.  Then  as  president  of  the 
East  St.  Louis  &  Suburban  Railway  and 
affiliated  properties  for  the  North  Amer- 
ican Company  Mr.  Sawyer  established 
a  country-wide  reputation  for  progres- 
siveness  in  the  face  of  difficult  circum- 
stances. 

A  great  compliment  was  paid  to  his 
business  and  engineering  ability  when 


1046 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.23 


in  1925  Mr.  Sawyer  was  retained  by  the 
Victorian  Government  of  Australia  and 
appointed  a  Royal  Commissioner  to  in- 
quire into  and  report  upon  the  status 
and  affairs  of  the  Electricity  Commis- 
sion of  Victoria,  and  especially  as  to 
its  power  generation  and  distribution. 
He  obtained  a  leave  of  absence  from  the 
North  American  Company  to  undertake 
this  work,  which  was  accomplished  with 
great  success. 

*■ 

John  W.  Hancock  Heads 
Virginia  Association 

John  W.  Hancock,  general  manager 
of  the  Appalachian  Electric  Power  Com- 
pany, Charleston,  W.  Va.,  was  elected 
president  of  the  Public  Utilities  Asso- 
ciation of  Virginia  at  the  recent  annual 
convention.  In  this  capacity  he  suc- 
ceeds William  E.  Wood,  Richmond, 
president  of  the  Virginia  Electric  & 
Power  Company. 

For  many  years  Mr.  Hancock  has 
been  affiliated  with  the  Roanoke  Rail- 
way &  Electric  Company,  which  is  con- 
trolled by  the  Appalachian  Electric 
Power  Company.  In  1913  his  duties 
were  extended  to  include  the  property  of 
the  Lynchburg  Traction  &  Light  Com- 
pany, Lynchburg,  Va.  He  entered  the 
service  of  the  Roanoke  Street  Railway 
in  1895  and  was  appointed  general  man- 
ager when  the  company  was  reorganized 
early  in  1900. 

Mr.  Hancock  was  born  in  Franklin 
County,  Virginia,  and  has  lived  in  Roa- 
noke since  1890.  Once  before,  in  1913, 
he  served  as  president  of  the  Public 
Service  Association  of  Virginia.  He  is 
a  member  of  the  American  Institute  of 
Electrical  Engineers. 


E.  L.  Graumlich  Commissioner 
at  Toledo 

Has  been  acting  street  railway  conunissioncr 

in  Ohio  city  for  three  years. 

Graduate  engineer 

EL.  GRAUMLICH,  acting  street 
•  railway  commissioner  at  Toledo, 
Ohio,  for  more  than  three  years,  was 
permanently  appointed  commissioner  by 
Mayor  F.  J.  Mery  on  recommendation 
of  the  Board  of  Street  Railway  Control 
during  the  week  ended  Nov.  26.  The 
Mayor  stated  that  Mr.  Graumlich  had 
served  "loyally  and  well  and  deserved 
the  appointment." 

Mr.  Graumlich  went  to  Toledo  as 
engineering  assistant  to  Commissioner 
Wilfred  E.  Cann  early  in  February, 
1921,  when  the  present  Milner  service- 
at-cost  ordinance  went  into  effect.  After 
Mr.  Cann  resigned  as  commissioner  he 


matters.  There  will  probably  be  no 
change  in  complexion  of  the  board,  at 
least,  until  February,  1929.  This  prom- 
ises to  keep  intact  the  administration  of 
the  board  and  its  staff  through  negotia- 
tions now  in  progress. 


Personnel  Changes  on  Northern 
States  Property 

George  H.  Wilmarth,  division  man- 
ager of  the  Northern  States  Power 
Company,  Eau  Claire,  Wis.,  has  been 
appointed  chief  operating  engineer 
with  headquarters  at  Minneapolis. 
Mr.  Wilmarth  removed  from  Okla- 
homa to  Wisconsin  in  1923,  when  the 
Byllesby  interests,  with  which  he  had 
been  connected  since  1910,  acquired 
the  Wisconsin-Minnesota  Light  & 
Power  Company.  He  was  formerly 
manager  of  the  Oklahoma  Gas  &  Elec- 
tric Company  at  Sapulpa  and  in  1918 
became  manager  of  the  Muskogee  di- 
vision. This  position  he  occupied  un- 
til 1923,  when  he  was  made  vice- 
president  and  general  manager  of  the 
Wisconsin-Minnesota  Light  &  Power 
Company.  Mr.  Wilmarth  succeeds  M. 
L.  Hibbard,  who  has  resigned  to  ac- 
cept a  -similar  position  with  another 
company. 

Harold  L.  Geisse  succeeds  Mr. 
Wilmarth.  In  addition  to  his  duties 
as  manager  of  the  Wisconsin  division, 
he  will  continue  as  general  manager 
of  the  Wisconsin  Valley  Electric 
Company  and  affiliated  companies 
with  headquarters  at  Warsaw.  This 
position  he  has   occupied  since   1921. 


OBITUARY 


E.  L.  Graumlich 

continued  to  fill  the  vacancy  and  work 
with  the  board  of  control  through  the 
last  three  years. 

He  was  graduated  from  Fostoria  high 
school  and  took  his  engineering  training 
at  Case  School  of  Applied  Science, 
Cleveland,  from  which  he  was  graduated 
with  the  class  of  1918.  Immediately 
thereafter  he  entered  the  World  War 
service  as  an  officer  in  the  Coast  Ar- 
tillery. Previous  to  his  graduation  Mr. 
Graumlich  worked  with  Fielder  Sanders, 
then  street  railway  commissioner  in 
Cleveland,  and  it  was  on  the  basis  of 
this  experience  that  he  was  brought  to 
Toledo. 

Engaged  on  Several  Surveys 

Mr.  Graumlich  also  did  considerable 
work  in  rapid  transit  surveys  in  Cleve- 
land and  Detroit  under  the  direction  of 
Parsons,  Klapp,  Brinckerhoff  &  Doug- 
las, New  York.  Since  he  has  been  in 
Toledo  he  has  been  consulted  by  many 
railway  engineers  from  various  cities 
anxious  to  study  electric  railway  prac- 
tices in  Toledo. 

The  appointment  was  considered 
timely,  particularly  since  there  is  the 
possibility  of  a  change  in  the  commis- 
sioner's office  due  to  the  progress  made 
in  the  last  year  of  negotiations  toward 
a  new  railway  franchise  ordinance.  Mr. 
Graumlich  has  been  the  technical  ad- 
viser of  the  City  Council  and  Street 
Railwav  Board  of  Control  in  all  these 


Charles  B.  Manville 

Charles  B.  Manville,  92  years  old, 
founder  of  the  Johns-Manville  Company, 
died  at  his  home  in  Pleasantville,  N.  Y., 
on  Nov.  27.  He  had  been  ill  only  a  few 
days. 

When  Mr.  Manville  retired  from  tne 
Johns-Manville  Company  many  years 
ago,  the  late  Thomas  Franklyn  Manville, 
his  son,  became  president,  and  upon  his 
death  the  reins  were  taken  over  by  an- 
other son,  H.  Edward  Manville,  who 
was  in  control  until  last  May,  when  he 
resigned  the  presidency  to  become  chair- 
man of  the  board  of  directors  of  the 
company. 

Born  in  Watertown,  N.  Y.,  Dec.  16, 
1834,  Mr.  Manville  emigrated  to  the 
West  in  one  of  the  many  pioneer  waves 
prevalent  in  the  '40s.  He  stopped  in 
Wisconsin  and  there  found  deposits  of 
asbestos  which  he  developed  into  insula- 
tion and  roofing  materials  and  thereby 
laid  the  foundation  for  the  company 
which  still  bears  his  name.  He  and  his 
sons  virtually  acquired  a  monopoly  on 
the  asbestos  field  when  they  gained  con- 
trol of  the  mines  in  Ontario,  the  chief 
source  of  the  mineral. 


William  Carpender,  formerly  presi- 
dent of  the  Sixth  Avenue  Railway, 
New  York,  N.  Y.,  died  in  that  city  on 
Nov.  26.  He  was  a  financial  figure  in 
Manhattan  for  many  years.  In  1918 
he  was  elected  president  of  the  Sixth 
Avenue  Railway,  which  later  became 
part  of  the  New  York  Railways.  In 
this  capacity  he  succeeded  the  late 
Frank  Curtiss.  Mr.  Carpender  was  84 
years  old. 

William  P.  Bonbright,  founder  and 
for  many  years  president  of  the  banking 
house  of  Bonbright  &  Company,  died 
Nov.  10  in  Roosevelt  Hospital,  New 
York.  A  native  of  Philadelphia,  Mr. 
Bonbright  entered  upon  his  career  with 
Hood,  Bonbright  &  Company  of  that 
city  in  1876,  six  years  later  being  ad- 
mitted to  partnership.  It  was  in  1920 
that  he  retired  from  the  presidency  of 
Bonbright  &  Company,  New  York.  This 
company  under  the  leadership  of  Mr. 
Bonbright  rapidly  forged  to  the  front  of 
investment  banking  firms  and  was  a 
nioneer  in  light  and  power  securities.  It 
has  co-operated  closely  with  the  elec- 
trical industry  during  its  development 
and  has  made  notable  contributions  to 
its  progress  through  the  Bonbright  sur- 
vey and  the  Bonbright  prize  awards. 
Mr.  Bonbright  had  many  friends  among 
utility  executives  and  has  always  been 
an  enthusiastic  advocate  of  the  utility 
industr}'.    He  was  68  years  of  age. 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1047 


Manufactures  and  the  Markets 


-r-"^^ 


Three  Car  Orders  Contained 
in  Recent  Reports 

Twenty-four    new    cars    intended    for    two 

Canadian  companies.     New  York 

company  orders  twenty 

subway  cars 

NEW  car  orders  by  the  Toronto 
Transportation  Commission  and  the 
Quebec  Railway,  Light  &  Power  Com- 
pany for  fourteen  and  ten  cars  respec- 
tively are  mentioned  in  recent  reports. 
An  order  for  twenty  subway  units  has 
already  been  placed  by  the  Hudson  & 
Manhattan  Railroad. 

Eight  combination  passenger  smoking 
and  baggage  compartment  cars  and  six 
straight  passenger  cars  with  smoking 
compartments  for  the  Toronto  Trans- 
portation Commission  are  to  be  used  in 
interurban  service  out  of  Toronto. 
While  the  cars  are  designed  for  single- 
end  operation  provision  is  made  for 
operating  them  from  the  rear  end  in  an 
emergency  Passengers  will  enter  and 
leave  through  the  rear  door  only  The 
smoking  compartment  will  be  ahead  of 
the  passenger  section.  Cars  will  be 
trimmed  in  African  mahogany  and 
genuine  leather-upholstered  seats,  which 
are  semi-divided,  will  be  used.  Be- 
tween certain  of  the  seats  a  card  table 
can  be  placed  for  use  of  passengers  on 
long  trips. 

The  Quebec  Railway,  Light  &  Power 
Company,  Quebec,  Canada,  intends  pur- 
chasing ten  double-truck,  one-man,  two- 
man  cars  for  delivery  next  May.  The 
cars  will  be  41  ft.  long  and  will  have  a 
seating  capacity  of  45  passengers.  In 
general  design  they  will  be  similar  to 
those  now  operated  by  the  Montreal 
Tramways,  Montreal,  Canada. 

An  order  for  twenty  subway  units  was 
placed  last  week  by  the  Hudson  &  Man- 
hattan Railroad,  New  York,  with  the 
American  Car  &  Foundry  Company. 


pany's  North  Broadway  loop,  where 
concrete  pavement  is  being  laid  be- 
tween the  tracks;  the  first  half  of  the 
$25,000  project  was  completed  a  short 
time  ago,  opening  the  northbound 
tracks  for  use.  Completion  of  another 
improvement  project,  installation  of  a 
sprinkler  system  in  the  car  shops,  was 
also  announced. 


Second  International  Coal 
Conference  Will  Be  Held 

From  the  Carnegie  Institute  of  Tech- 
nology in  Pittsburgh  comes  an  official 
announcement  that  a  second  Interna- 
tional Conference  on  Bituminous  Coal 
will  be  held  there  during  the  week  of 

Nov.  19,  1928. 

* 

Gary  Railways  Receives  Last 

of  Sixteen  Remodeled  Cars 

The  last  of  the  sixteen  side-entrance 
cars  formerly  used  on  Broadway  have 
been  received  by  the  Gary  Railways, 
Gary,  Ind.,  from  the  Cummings  Car  & 
Coach  Company,  Paris,  111.,  where  they 
have  been  remodeled  into  front-en- 
trance cars  with  automatic  doors,  con- 
forming to  the  type  now  being  used 
generally  over  the  lines  of  the  company. 
Workmen  have  begun  the  final  half  of 
the   reconstruction  work   on   the  corn- 


One  of  Georgia  Power's  New 
Units  Run  on  Peachtree  Street 

One  of  the  40  new  all-steel  cars 
ordered  by  the  Georgia  Power  Com- 
pany, Atlanta,  Ga.,  has  recently  been 
placed  in  service  on  the  line  running 
on  Peachtree  and  Whitehall  Streets. 
Seating  plan,  elevation  and  preliminary 
specifications  were  published  in  the 
Journal  Aug.  20.  Most  of  the  new 
cars  have  been  delivered  and  the 
balance  at  that  time  were  being  re- 
ceived at  the  rate  of  one  or  two  weekly, 
according  to  officials  of  the  company. 


W.  H.  Woodin  Again  Heads 

American   Locomotive  Company 

William  H.  Woodin,  head  of  the 
American  Car  &  Foundry  Company, 
and  chairman  of  the  American  Locomo- 
tive Company  board  of  directors,  was 
for  the  second  time  in  the  space  of  two 
years  elected  to  the  presidency  of  the 
American  Locomotive  Company,  at  a 
recent  meeting  of  the  board  of  directors, 
to  succeed  the  late  Frederick  F.  Fitz- 
patrick.  Mr.  Woodin's  various  connec- 
tions with  the  company  are,  elected  a 
director  in  1919,  president  in  1925, 
chairman  of  the  board  of  directors  in 
1927.  In  1926  he  resigned  the  presi- 
dency in  favor  of  the  late  Mr.  Fitz- 
patrick. 

Permit  Issued  at  Coral  Gables  to 

Build  I^^unicipal  Carhouse 

Issuance  of  a  building  permit  at  Coral 
Gables,  Fla.,  for  the  first  unit  of  the 
municipal  carhouse,  to  be  constructed  at 
134-146  Muertes  Avenue,  took  place 
recently.  It  is  understood  the  structure 
will  cost  about  $20,000. 


New  Locomotive  Soon  Ready  for 

Indianapolis-Eastern  Road 

A  new  electric  locomotive  built  at 
the  Greenfield  shops  of  the  Terre  Haute, 
Indianapolis  &  Eastern  Traction  Com- 
pany, Indianapolis,  Ind.,  was  recently 
taken  through  Indianapolis  to  the  paint 
shops  of  the  company  at  Crawfordsville 
to  receive  the  finishing  touches.  The 
engine,  which  will  be  brought  to  In- 
dianapolis soon  to  be  on  exhibit  for  a 
day  at  the  traction  terminal  station,  is 
said  to  have  ten  times  the  tractive  power 
of  the  average  electric  car  and  will  be 
used  exclusively  for  freight  haulage. 


V.E.P.  to  Start  ^85,000 
Job  Early  in  1928 

Street  railway  tracks  of  the  Virginia 
Electric  &  Power  Company  on  Granby 
Street,  between  Queen  and  Main 
Streets,  Norfolk,  Va.,  will  be  recon- 
structed early  next  year  at  a  cost  of 
about  $85,000,  officials  of  the  public 
utility  company  disclosed.  The  com- 
pany is  obligated,  it  is  understood,  by 
franchise  requirements  to  repave  be- 
tween its  tracks  and  2  ft.  on  either  side 
of  them.  The  city  of  Norfolk  is  said 
to  be  considering  repaving  the  street 
at  the  same  time  the  Virginia  Electric 
&  Power  Company  is  doing  its  work. 
City  officials  admit  that  Granby  Street 
paving  is  in  bad  condition,  it  is  reported, 
but  are  worried  about  the  large  slice  of 
the  small  bonding  margin  which  the 
improvement  would   absorb. 

The  $5,000,000  addition  to  the 
Reeves  Avenue  power  plant  will  be 
opened  early  in  December,  according 
to  an  announcement  by  Thomas  P. 
Walker,   vice-president  at   Norfolk. 


Copper  and  Lead  Prices  Advance 
in  Active  Metal  Market 

Sales  of  practically  all  metals  have 
been  phenomenally  good  all  month  and 
prices  of  copper,  tin,  lead  and  zinc  have 
advanced  as  a  result.  Copper  has  done 
particularly  well,  advancing  |  cent  dur- 
ing the  month.  Lead  and  zinc  dropped 
to  new  lows  early  in  November,  but 
have  since  more  than  made  up  the  loss. 
Tin  has  been  irregular,  but  is  1^  cents 
higher  today  than  on  Nov.   1. 

Until  Nov.  29,  copper  sellers  gen- 
erally adhered  to  the  13|  cents  level  in 
the  East  and  13J  cents  delivered  in  the 
Middle  West,  with  some  offerings  and 
sales  at  2\  to  5-point  concessions  in  the 
East.  Business  Nov.  29  was  so  large, 
however,  with  two  or  three  particularly 
heavy  orders,  that  an  overnight  advance 
was  general.  On  Nov.  30  sales  had 
been  made  all  the  way  between  13.80 
cents  delivered  in  the  East  to  14  cents 
in  Detroit  and  other  Mid- Western  terri- 
tory. 

The  foreign  market  has  also  been 
strong,  and  the  price  was  advanced  from 
14.05  cents,  c.i.f.  to  14.15  cents  Nov.  30. 

The  last  week  has  been  a  quiet  one 
for  zinc,  following  a  more  active  week 
than  any  other  in  a  year  or  more.  Prices 
have  been  well  maintained  at  around 
5.85  cents  for  December  shipment,  how- 
ever, and  somewhat  higher  for  de- 
liveries further  forward.  On  Nov.  30 
little  interest  by  consumers  was  reported, 
but  with  the  higher  prices  asked  for 
concentrates  in  the  Tri-State  district 
smelters  are  holding  firm.  High-grade 
continues  nominally  at  7J  cents  delivered 
in  the  East  for  spot  carloads.  Prime 
Western  in  New  York  is  at  the  cus- 
tomary freight  differential  of  35  cents 
per  100  lb.  above  St.  Louis. 

After  maintaining  its  New  York  price 
for    common    lead    at    6.25    cents    per 


1048 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70.  No.23 


METAL,  COAL  AND  MATERIAL  PRICES 
F.  O.  B.  REFINERY 

Uetalg— New  York                              Nov.  29,  1927 

Copper,  electrolytic,  centa  per  lb 1 3. 525 

Copper  wire,  cents  per  lb 15.50 

Lead,  ceuts  per  lb 6.41 

Zinc,  cents  per  lb 6.  237 

Tin,  Straits,  cents  per  lb 59. 125 

Bituminous  Coal,  f.o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons $4,075 

Somerset  mine  run,  Boston,  net  tons 1 .  85 

Pittsburgh  mine  run,  Pittsburgh,  net  tons. .  1 .  825 

Franklin ,  111.,  screenings,  Chicago,  net  tons  1 .55 

Central,  111.,  screenings,  Chicago,  net  tons.  1 .325 

Kansas  screenines.  Kansas  City,  net  tons. . .  2. 1 25 

Hsterlalg 

Rubber-covered   wire,   N.  Y.,  No.  14,  per 

1,000  ft 5. 50 

Weatherproof  wire  base,  N.Y.,  cents  per  lb.  16.25 

Cement,  Chicago  net  prices,  without  bags. . .  2.05 

Unseed  oil  (5-bbl.  lots),  N.  V.,  cents  per  lb..  10.6 
White  lead  in  oil  (100-lb.  keg),  N.  Y.,  cents 

perlb 13.25 

Turpentine  (bbl.  lots),  N.  Y.,  per  gal $0.55 


pound  for  eleven  weeks — since  Sept.  9, 
when  the  price  was  cut  from  6.40  cents 
— the  American  Smehing  &  Refining 
Company  on  Monday,  Nov.  28,  advanced 
its  official  quotation  $1  per  ton  to  6.30 
cents,  and  the  next  morning  made  a 
further  advance  to  6.40  cents.  Several 
good  sales  have  been  made  at  6.45  cents 
on  Nov.  29  and  30.  The  St.  Louis  mar- 
ket was  even  more  active  than  that  in 
the  East,  and  the  price  was  marked  up 
during  the  week  from  6.075  cents  to 
6.22^  cents.  Corroding  grades  of  lead 
are  commanding  the  usual  premium  of 
from  $2  to  $3  per  ton. 

Backing  and  filling  have  characterized 
the  tin  market  during  the  week.  London 
on  Nov.  29  ignored  a  decline  in  the  New 
York  market  on  the  preceding  day,  and 
as  a  consequence  the  domestic  prices 
stififened  again.  Dealers  have  traded 
actively,  but  consumers  likewise  have 
been  in  the  market.  Prompt  Straits  is 
not  overly  plentiful,  and  it  commands 
a  premium,  though  very  slight,  over 
forward  positions. 


Rubber  and  the  Trade  Balance 

Rubber  continues  to  play  an  impor- 
tant part  in  determining  whether  the 
foreign  trade  balance  of  the  United 
States  shall  tilt  upward  or  downward. 
An  analysis  of  international  trade  of 
the  United  States  for  the  first  six 
months  of  1927,  made  by  the  Depart- 
ment of  Foreign  Commerce  of  the 
Chamber  of  Commerce  of  the  United 
States,  shows  that  while  exports  in- 
creased, as  compared  with  the  similar 
period  of  the  previous  year,  imports  de- 
clined. 

Of  the  total  decrease  of  $178,000,000 
in  import  values  $137,000,000  is  ac- 
counted for  in  the  heavy  decline  in 
crude  rubber  prices.  While  rubber  was 
slipping,  silk  went  into  the  ascendent, 
taking  first  place  in  the  rank  of  imports. 
In  its  analysis  the  department  said : 

The  average  price  of  raw  silk  in  the  first 
half  of  1927  was  65  cents  a  pound  lower 
than  in  the  same  period  of  last  year,  and 
our  imports  reached  the  record  total  of 
35,246,000  lb.,  valued  at  $193,385,000,  a  25 
per  cent  increase  in  quantity  and  an  11  per 
cent  gain  in  value  over  last  year's  figures. 
The  price  of  crude  rubber  declined  33  cents 
a  pound  and  we  imported  nearly  500,000,- 


000  lb.,  with  a  total  value  of  $184,713,000, 
an  8  per  cent  gain  in  quantity,  but  a  43  per 
cent  decrease  in  value. 


ROLLING  STOCK 

Tri  -  City  Railway,  Davenport, 
la.,  it  is  reported,  has  purchased  at  a 
cost  of  about  $46,000  five  Mack  six- 
cylinder,  29-passenger  motor  coaches, 
which  will  be  placed  in  service  as 
soon  as  delivery  on  the  order  can  be 
made.  Two  of  the  new  coaches  will 
take  the  place  of  the  old  coaches  now 
operated  on  the  23d  Avenue  line  in 
Moline  and  the  three  others  are  to  be 
put  into  service  on  the  Arsenal  coach 
line,  the  new  short  cut  to  Moline  from 
Davenport.  It  is  probable  that  the 
Arsenal  line  will  not  be  in  operation 
until  Jan.   1. 


TRACK  AND  LINE 

Philadelphia  Rapid  Transit  Com- 
pany, it  is  reported,  will  install  an 
electro-pneumatic  interlocking  plant 
for  emergency  operation  at  the  Alle- 
gheny avenue  station,  on  the  Frank- 
ford  elevated  division.  The  interlock- 
ing machine  will  consist  of  eight  work- 
ing levers,  four  of  which  will  be  em- 
ployed for  traffic  locking  between  ad- 
jacent towers  and  the  others  for  oper- 
ating the  switch  movements,  electro- 
pneumatic  train  stops,  light  signals, 
etc.,  of  the  plant.  All  the  interlocking 
apparatus  is  being  furnished  by  the 
Union  Switch  &  Signal  Company, 
while  the  construction  work  will  be 
carried  out  by  the  Philadelphia  Rapid 
Transit  Company's  regular  field  forces. 

SHOPS  AND  BUILDINGS 

Graybar  Electric  Company,  "New 
"^'ork  City,  has  leased  a  one-story 
brick  warehouse  and  office  building 
now  in  the  course  of  erection  in  Mem- 
phis, Tenn.  The  new  structure  is 
located  at  Linden  and  Beale  Avenues. 
Occupancy  has  been  promised  as  of  Jan. 
15,  1928. 

White  Company,  Cleveland,  Ohio, 
announced  a  short  time  ago  the  ad- 
dition of  another  new  direct  factory 
branch  with  the  opening  of  a  new 
building  in  Bronx  Borough,  New  York 
City.  The  completed  building  is  two 
stories  and  basement,  of  fireproof 
concrete  and  brick  construction,  and 
cost  $250,000.  It  has  90,000  sq.ft.  of 
floor  space  and  is  located  on  Cypress 
Avenue  between  East  132d  and  East 
133d  Streets.  L.  C.  Watson  is  in  charge 
of  sales  and  G.  F.  Downing  in  charge 
of  service  at  the  Bronx  branch. 

New  York,  New  Haven  &  Hartford 
Railroad,  New  Haven,  Conn.,  will  have 
its  substation  at  Devon,  Conn.,  finished 
soon,  recent  reports  indicated.  The 
U.  G.  I.  Construction  Company,  Phil- 
adelphia, Pa.,  has  completed  its  work 
on  the  substation.  The  balance  of  the 
electrical    equipment,    it   was    reported. 


would  be  installed  at  once.  The  station 
was  built  to  feed  the  trolley  lines  of  the 
Connecticut  Company  and  the  electrified 
lines  of  the  railroad. 


TRADE  NOTES 

Morton  Manufacturing  Company, 
Chicago,  111.,  has  announced  the  ap- 
pointment as  of  Nov.  1  of  H.  B.  Wil- 
son, 915  Olive  Street,  St.  Louis,  Mo., 
to  be  southwestern  sales  manager  of 
the  railroad  division  of  the  Morton 
Manufacturing  Company.  Mr.  Wilson 
will  supervise  the  sale  of  the  complete 
"Morton  line  of  railway  appliances." 

Baldwin  Locomotive  Works  and 
Standard  Steel  Works  Company  an- 
nounce the  removal  of  their  offices 
from  Suite  1210  Boatmen's  Bank 
Building  to  Suite  1520  Telephone 
Building,  1010  Pine  Street,  St.  Louis. 

Cleveland  Frog  &  Crossing  Com- 
pany, Cleveland,  Ohio,  has  announced 
the  appointment  Nov.  15  of  Joseph  A. 
Donahey,  heretofore  sales  and  service 
engineer,  as  manager  of  sales,  to  suc- 
ceed George  Stanton,  deceased. 

Morse  Twist  Drill  &  Machine 
Company,  New  Bedford,  Mass.,  has 
announced  the  opening  of  a  store  at  92 
Lafayette  Street,  New  York  City,  where 
it  has  put  in  a  complete  stock  of  its 
products. 

Lincoln  Electric  Company,  Cleve- 
land, Ohio,  manufacturer  of  "Line- 
Weld"  motors  and  "Stable-Arc"  weld- 
ers, announces  the  appointment  of 
E.  A.  Thornwell,  Atlanta,  Ga.,  as  its 
representative  for  Georgia  and  eastern 
Tennessee.  Mr.  Thornwell  has  been 
associated  with  the  electrical  industry 
in  Atlanta,  Ga.,  and  Pittsburgh,  Pa., 
since  he  was  graduated  in  1904  from 
Clemson  College,  South  Carolina.  John 
Van  Horn,  factory  engineer  for  the 
company,  has  been  attached  to  the  At- 
lanta office  to  assist  Mr.  Thornwell. 


ADVERTISING  LITERATURE 

Atlas  Lumnite  Cement  Company, 
Inc.,  New  York,  has  issued  an  illus- 
trated brochure  emphasizing  the  advan- 
tages of  using  Lumnite  cement  in  the 
•winter.  The  manufacturers  advise  that 
they  will  send  copies  to  any  one  in- 
terested upon  request. 

General  Electric  Company,  Sche- 
nectady, N.  Y.,  has  issued  an  at- 
tractive booklet  on  waterwheel-driven 
generators,  showing  many  hydro-elec- 
tric installations  using  this  type  of  gen- 
erator. 

Tim  ken-Detroit  Axle  Company, 
Detroit,  Mich.,  has  recently  issued  a 
pamphlet  entitled  "Efficiency  of  F.  J. 
Worm  Gearing,"  which  is  illustrated 
with  pictures  and  charts. 

Crouse-Hinds  Company,  Syracuse, 
N.  Y.,  has  issued  an  illustrated  folder 
descriptive  of  its  floodlight  projectors, 
calling  attention  to  their  industrial  and 
other  uses. 


^, 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


23 


The 
'Peacock" 
Staffless 


Ten  motors  and  ten  trailers  of  this  type  for  the  South  Shore  Line 


Twenty  more  for  the 

South  Shore  Lines 

equipped  with 

^Teacock^^  Staffless  Brakes! 

Reff.  U.  S.  Pat.  Off. 

Coincident  with  its  electrification  a  few 
years  ago,  the  Chicago,  South  Bend  & 
South  Shore  Railroad,  Michigan  City, 
Ind.  placed  in  service  twenty-five  new 
cars  equipped  with  "Peacock"  Staffless 
Brakes.  They  have  just  placed  in  serv- 
ice twenty  more  new  steel  motor  and 
trailer  cars,  built  by  the  Pullman  Car 
&  Manufacturing  Company  similarly 
equipped ! 

May  we  send  you  the  details  of  this  new  installation  and  the 
reasons  why  this  company  and  all  the  users  of  "Peacock"  Staff- 
less Brakes  continuously  specify  them? 


National  Brake  Company,  Inc. 

890  Ellicott  Square,  Buflfalo,  N.  Y. 

Canadian  Representative 
Lyman  Tube  8C  Supply  Co.,  Ltd.,  Montreal,  Can. 


Interior  of  one  of  the  units  showing  the~ 
rotating,  bucket  type  seats 


24 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


C^y^JiJi 


No.  000-D 
Doable  Stationary  Chair 

Without   Armrest 


No.  39Z-A 
Walkover     Seat     with     deep 
Bpring-edg'e     divided     cushion 
and   divided  concave   sprinjr- 
edge  back. 


Seats  for  modern  city  cars 


To  provide  city  service  that  has  rider 
appeal — service  that  can  compete  on  an 
equal  basis  with  other  forms  of  trans- 
portation— is  an  ever  perplexing  prob- 
lem for  many  railways. 

Excellent  examples  of  how  Hale  & 
Kilburn  Seats  have  helped  to  solve  this 
problem  for  two  companies  are — 

The  No.  900-D  Chairs  installed  in  the 


ten  new  Cincinnati,  Hamilton  &  Dayton 
city  cars. 

The  No.  392-A  Seats  installed  in  the 
fifty  new  cars  for  the  Worcester 
(Mass.)   Consolidated  Railway. 

If  you  are  planning  a  new  car  or  a  re- 
habilitation program  it  will  pay  you  to 
investigate  the  complete  line  of  H  &  K 
Seats. 


One  of  our  representatives  will  be  glad  to  consult  with  you  at  any  time. 
HALE  8C  KILBURN  COMPANY 

General  Offices  and  Works:    1800  Lehigh  Avenue,  Philadelphia 


SALES  OFFICES: 

Hale  &  Kilhurn  Co.,  Graybar  Bide.,  New  York 
Hale  &  Kllbum  Co.,  McCormlctt  Bldg..   ChicSKO 
K.  A.  Thomwell.  Candler  Bids.,  Atlanta 
Frank  F.  Bodler,  903  Monadnock  Bldg..  San  Francisco 


T.  C.  Coleman  &  Smis.  Starks  Bldg.,  LouisTllIe 
\V.  L.  Jefferles,  Jr.,  Mutual  Bldg.,  Richmond 
W.  D.  Jenkins.  Praetorian  Bldg.,  Dallas,  Texas 
H.  M.  K'-iler,  146  N.  Sixth  St.,  Portland,  Oregon 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


Super  dimensions—special  rubber  compound.  Extra  tough,  heavy  duty, 
anti-skid  tread.  Long-wearing,  "non-rippling. "  Sideutalls,  same  stock  as  tread 
and  heavily  re-enforced.  A  ^^^i^^^^^a^^^-^  pneumatic  tire  especially  de- 
signed bythemakerof  the  ^.^^dO^j^^^^^^^^^^^fe^^  fi'"'^^  cord  tire  in  America 
—for  bus,  truck  and    .dmMlmrjKSBi^^S^^S^^    heavy  duty  service. 


25 


After  you  buy  them 
.  • .  they  cost  you  less! 

Goodrich  Heavy  Duty  Silvertowns  begin  sav- 
ing tlie  day  they  go  on  your  trucks. 

They  are  saving  on  tire  costs— because  their 
ability  to  deliver  mileage  lowers  cost  per  mile. 

They  are  saving  delays— for  they  make  re- 
pair stops  almost  unknown. 

They  make  delivery-right-on-schedule  a  reg- 
ular habit— and  often  save  on  overhead  by 
giving  more  trips  per  day. 

TheB.F.Goodrich  Rubber  CoiiiPANY.Es(abHs<teiiis7o,Akron,Ohlo 
la  Canada  I  Canadian  Ooodrlch  Company.  Kitchener,  Ontario 

Goodrich 

HEAVY    DUTY 

Silvertoivns 

HIGH  PRESSURE  OR  BALLOON 


26 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


A  Straightforward  Statement 

about  RIGHT  and  WRONG 

Gear  Lubrication 


The  right  lubricant  for  the  gears  of  your 
equipment  is  one  that  will  stick  to  the  gears 
and  stay  there. 

The  right  lubricant  is  one  that  is  not  too 
thin — because  a  thin  lubricant  will  be  thrown 
of?  the  gears;  and,  due  to  the  high  gear  pres- 
sures, will  not  form  the  necessary  film  to  pre- 
vent metal  to  metal  contact. 

Recognizing  these  facts  and  using  the  right 
lubricant,  are  the  surest  ways  to  obtain  ideal 
gear  lubrication. 

And  the  ideal  lubricant  for  gears  is 

TEXACO 

Crater  Compound 

Texaco  Crater  Compound  is  made  in  vari- 
ous grades,  and  each  grade  has  the  proper 
body  to  meet  all  operating  conditions  and 
climatic  changes. 

Records  drawn  from  hundreds  of  thousands 
of  car  miles  prove  this. 


Here's  how  Texaco  Crater  Compound 
is  applied,  how  it  works,  and  why  it  is 
"right":— 

A  small  quantity  of  Texaco  Crater  Com- 
pound is  put  directly  on  to  the  uppermost 
gear  teeth.  After  a  few  revolutions  all  the 
teeth  of  all  the  gears  are  coated  with  a  pro- 
tective film  of  "Crater." 

This  film  is  enough  for  perfect  lubrication. 
It  checks  wear.     It  doesn't  hold  chips  or  dirt. 

It  doesn't  fly  around  the  casing. 

Periodic  inspection  will  show  that  the  lubri- 
cant stays  on  the  gears  for  an  unusually  long 
time,  and  when  required  you  need  add  only 
a  small  amount. 

This  method  has  been  found  to  be  most 
effective  and  economical.  You  don't  waste 
lubricants,  yet  you  save  gears. 

We  shall  be  glad  to  demonstrate — on  one 
car  or  a  dozen — how  thoroughly  Texaco 
Crater  Compound  will  lubricate  gears. 


There  is  a  Texaco  Lubricant  for  Every  Purpose 

Rolling  Stock,  Power  Plant,  Sub-station,  Everywhere. 


^ 


THE  TEXAS   COMPANY 

Texaco   Petroleum  Products 

17  BATTERY  PLACE,  NEW  YORK  CITY 

Department  ED-1 

OFFICp^iO*RlNClPALT;iTlES 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


27 


Illustrated  above  is  a  typical  example  of  the  nutdcl  :scrvicc  :^tntioi\s  orifiiuatcd  by  the  Firer 
stone  Service  Station  Development  Department,  Designed  for  quick,  ejficient  tire  servicer 


FIRESTONE  Service  Program 
Saves  Money  for  Bus  Lines 

Thousands  of  Firestone  Dealers  are  equipment  and  conducts  schools  at  the 

equipped  to  render  an  unusual  service  factories  and  principal  branch  cities 

to  bus  lines,  as  a  result  of  the  Firestone  where  latest  repair  methods  are  taught. 

Greater  Service  Station  Program.  Educational  meetings  are  held  with 

Firestone  has  established  a  separate  dealers  to  instruct  them  in  Firestone 

department  with  a  corps  of  engineers,  tire  design  and  show  them  how  to  aid 

architects  and  building  experts,  to  carry  drivers  and  shop  men  to  get  maximum 

on  this  work  with  dealers  all  over  the  mileage. 

country.  These  specialists  develop  the  Thus  supplied  and  equipped,  and 

newest  types  of  service  stations,  prepare  backed  by  the  enormous  resources  of  the 


the  plans  and  give  every  assistance 
in  arranging  for  complete  bus  tire 
service. 

Firestone  also  supplies  the  dealer 
with  specially  designed  repair 


worl d- wide  Firestone  organization^ 
Firestone  Dealers  can  give  bus 
operators  the  greatest  value  obtain- 
able— in  both  quality  tire  equip- 
ment and  efficient  service. 


MOST  MILES  PER  DOLLAR 


AMERICANS  SHOULD  PRODUCE  THEIR  OWN  RUBBER  . .  Oo^^t^w-JaMJ^J^SAAXTiX^ 


28 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


Check  up 

the 

Results 


Brake  Pins 

Brake 
Hangers 

Brake  Levers 

Pedestal  Gibs 

Brake  Fulcrums 

Center 
Bearings 

Side  Bearings 
Spring  Post 
Bushings 

Brake  Bushings 

Bronze 
Bearings 

Bolster  and 
Transom 
Chafing 
Plates 

Spring  Posts 

McArthur 
Turnbuckles 

Manganese 

Brake  Heads    i. 

Manganese     * 
Truck 
Parts 


BOYERIZED  PARTS 

last  three  to  four  times  longer  I 

The  experience  of  users  proves  it  repeatedly. 
Boyerize  one  or  more  cars  for  a  test.  Keep 
actual  comparative  cost  and  performance 
records — then  figure  actual  results  for  your- 
self. You  will  also  agree  that  to  Boyerize  is  to 
economize. 

In  a  nutshell,  Boyerizing  gives  car  parts  a  life 
equal  to  three  or  four  times  that  of  ordinary 
steel.  Yet  the  cost  of  Boyerized  Parts  is  low! 

Write  today  for  detailed  information  and 
quotations.  Or  pick  from  the  list  such 
Boyerized  Parts  as  you  may  need  immediately 
and  let  us  ship  you  a  trial  order. 


Betnis  Car  Truck  Company 

Electric  Railway  Supplies 
Springfield,  Mass. 

Representatives : 

Economy  Electric  Devices  Co.,  Old  Colony  Bldg:.,  Chicago.  III. 

P.  F.  Bodler.  903  Monadnock  Bid?..  San  Erancisco,  Cal. 

W.  F.  McKenney.  54  First  Street.  Portland,  Ore. 

L.  H.  Denton.  1328  Broadway,   New  York  City.   N.  Y. 

A.  W.  Arlin.  519  Delta  Building,  Los  Angeles,  Cal. 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


29 


Springfield  Street  Ry.  Co. 

THE  50  carsjrecently  built  for  this  Railway 
by  the  Wason  Mfg.  Co.  were  equipped  with 
"Standard"  26-in.  rolled  steel  wheels. 


iSi 


Rolled  Steel  Wheels 
Springs  Axles 

Armature  Shafts 

STANDARD  STEEL 
WORKS  COMPANY 

PHILADELPHIA,  PA. 

BRANCH  OFFICES 

CHICAGO                         HOUSTON  ST.  PAUL 

ST.  LOUIS                        PORTLAND  PITTSBURGH 

NEW  YORK                     RICHMOND  MEXICO  CITY 
SAN  FRANCISCO 

WORKS:  BURNHAM,  PA. 


30 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


58   PLANTS  —  DAILY   CAPACITIES,  20,000    WHEELS 


Chilled  Tread  Wheels 

Look  at  the  Map 

An  added  economy  for  the  buyer  is  the  short 
haul  in  any  location  on  new  and  scrap  Chilled 
Tread  Wheels  ♦ . .  All  of  our  foundries  are  associated 
in  operating  on  the  same  constructive  program. 

Better  every  year 

ASSOCIATION  OF  MANUFACTURERS  OF  CHILLED  CAR  WHEELS 
1847  McCORMICK  BUILDING    •    CHICAGO 


Albany  Car  Wheel  Company 
American  Car  &  Foundry 

Company 
Bass  Foundry  &  Machinery 

Comipany 
Brown  Car  Wheel  Works 
Canada  Iron  Foundries 
Canadian  Car  &  Foundry 

Company 
Central  Car  Wheel  Company 


Dickson  Car  Wheel  Company 
Dominion  Wheel  &  Foundries 
Griffin  Wheel  Company 
Hannibal  CarWheel  and  Foundry 

Company 
Lobdell  Car  Wheel  Company 
Louisville  Car  Wheel  &  Railway 

Supply  Company 
Marshall  Car  Wheel  Company 
Maryland  Car  Wheel  Company 


Mt.  Vernon  Car  and  Manufac- 
turing Company 

New  York  Car  Wheel  Company 

Pullman  Car  and  Manufacturing 
Corporation 

Ramapo  Foundry  and  Wheel 
Works 

Reading  Car  Wheel  Company 

Southern  Wheel  Company 

Tredegar  Iron  Works 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


31 


ARCON  RAIL  BONDS 


TRADE  MARK  REG. 


Arcon  A 

Bond  and 

Application 


To  Apply  the  Arcon  "F"  bond,  hammer  it 
onto  the  rail  base  and  proceed  to  weld.  The 
pointed  hook  holds  the  bond  securely  in 
place  and  will  fit  between  tie  and  rail.  An 
unusual  amount  of  space  is  left  to  insure 
ease  of  welding. 


Arcon  bonds  make  positive  the 
welding  of  bonds  with  copper 
electrodes. 

All  unnecessary  retaining  walls 
have  been  omitted  from  these 
bonds.  There  are  no  box 
shaped  metal  pockets  to  inter- 
fere with  directing  the  arc. 

The  open  shape  of  the  Arcon 
"A"  terminal  is  especially  desira- 
ble since  the  arc  can  be  directed 
freely  at  the  junction  of  the  ter- 
minal and  the  rail. 

Prices  and  descriptive  literature 
sent  on  request. 


Arcon 


AMERICAN  STEEL  €l  WIRE 


Sales  Offices 


COMPANY 


Chicago            New  York          Boston            Cleveland           Worcester            Philadelphia           Pittsburgh           Buffalo  Detroit 

Wilkes-Barre         St.  Louis        Kansas  City         St.  Paul        Oklahoma  City        Birmingham         Memphis        Dallas  Atlanta 

Export  Representative:  U.  S.  Steel  Products  Co..  New  York 

Pacific  Coast  Representative:  V.  8.  Steel  Products  Company.  San  Francisco.  Los  Angeles.  Portland,  Seattle 


Cincinnati  Baltimore 

Denver         Salt  Iiake  City 


32 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


TUBULAR 
STEEL 
POLES 

THE  experience  of  leading  street  railway  companies 
throughout  America  with  their  overhead  construc- 
tion points  to  less  interruption  to  service,  lower  upkeep, 
greater  reliability  and  longer  life  of  the  installation  when 
these  poles  are  used.  There  is  another  advantage  of  tubu- 
lar poles — their  straightness  and  general  uniformity  give 
a  neat  appearance  to  the  street  wherever  used. 

Besides  electric  railway  service,  these  poles  are  adaptable 
to  electric  transmission ;  signal ;  telephone,  telegraph  and 
street  lighting  service,  and  are  particularly  adaptable  for 
combination  services. 

Bulletin  No.  14— "NATIONAL"  Tubular  Steel  Poles 
— contains  information  on  manufacture,  installation  and 
service  conditions,  and  tables  of  sizes,  weights,  lengths, 
etc.  This  Bulletin  will  be  sent  on  request. 


NATIONAL  TUBE  COMPANY,  PITTSBURGH,  PA. 

General  Sales  Offices:  Frick  Building 

DISTRICT  SALES  OFFICES 

Aflantn       Boston       Chicago       DenTcr       Detroit       New  Orleans       New  York       Salt  Lake  City       Philadelphia       Pittaburgh        St.  Louis        St.  Pari 

racj'iSc  Coaat  Repreaentativea:  U.  S.  Steel  Products  Co.       San  Frnncisco       Los  Angeles       Portland       Seattle 

Export  Reprmentatirea:  U.  S.  Steel  ProducU  Co.       New  York  Citv 


December  3,  1927 


ELECTRIC  RAILWAY  JOURNAL 


33 


Modern  conditions 

Uemamt 
modern  equipment 


Traffic  conditions  today  are  not  what  they 
were  fifteen  or  twenty  years  ago.  Equip- 
ment suitable  then  is  now  inadequate. 
Bigger  cars,  heavier  loads,  constant  stopping 
and  starting  throw  an  ever  increasing  bur- 
den on  equipment.  Wheels  bear  the  brunt 
of  this  burden. 

Carnegie  Wrought  Steel  Wheels  assure 
high  resistance  to  the  wear  and  tear  of 
modern  traffic  conditions.  Wrought  Steel 
is  obtained  through  rolling  and  forging. 
A  10,000  ton  hydraulic  press  (twenty-mil- 


lion pounds!)  forces  the  defects  out  of  the 
steel — insures  a  homogeneous  structure, 
free  from  sand  spots,  blow  holes,  or  other 
irregularities  that  might  cause  trouble.  The 
rolling  process  rolls  the  mileage  into  the 
steel — mileage  to  spare.  It  is  this  extra 
mileage  that  makes  Carnegie  Wheels  such 
an  economical  investment. 

Before  you  invest  in  new  wheels,  investi- 
gate Wrought  Steel.  A  catalogue  will  be 
sent  at  your  request.  Or  one  of  our  en- 
gineers will  call,  if  you  wish. 


CARNEGIE  STEEL  COMPANY 

General  OSf ices   <  Carnegie  Building  «  434  Fifth  Avenue 

PITTSBURGH    iSl    PENNSYLVANIA 


1882 


34  ELECTRIC  RAILWAY  JOURNAL  December  3, 1927 


ANNUAL 


Statistical  and  rorecast 

1^  umber 


Electric  Railway  Journal 
January  14,  1928 

This  important  number  will  contain: 

Record  of  1927  in  costs  and  revenues. 
Number  of  cars  purchased. 

Miles  of  track  constructed  and  recon- 
structed. 
Financial  records  for  1927. 

Reviews  of  basic   tendencies  in  legal, 
financial  and  regulatory  matters. 

A  review  of  the  significant  news  de- 
velopments of  1927. 


Together  with: 


A  forecast  of  1928  expenditures  in  all 
departments,  and  the  trends  which 
will  shape  developments  and  prog- 
ress of  1928. 


Advertising  forms  close  January  3,  1928 

Electric  Railway  Journal 

Tenth  Ave.  at  36th  St.,  New  York  City 
Member  ABC  Member  ABP 


December  3,  1927 


ELECTRIC  RAILWAY  JCUUNAL 


35 


LONG  experience  has  proved  indisputa- 
'  bly  that  Creosoted  Pine  Poles  are  fire 
resistant.  When  a  creosoted  pole  starts  to 
burn,  there  begins  to  form  on  its  surface  a 
coating  of  carbon  (soot)  from  the  decomposi- 
tion of  the  creosote.  This  coating  quickly 
thickens  and  acting  as  an  insulator  against 
the  heat,  protects  the  wood  fibre  underneath. 
The  deposit  excludes  oxygen — and  without 
oxygen  wood  cannot  burn.  So  the  flame  soon 
smothers  itself  out  before  it  does  any  mate- 
rial damage  to  the  pole. 

This  fire  resistant  feature  is  very  important 
in  areas  where  grass  fires  occur  yearly  and 
where  pole  lines  are  located  along  the  rail- 
road right  of  way. 


\ 


Illustration  shows  International  Creosoted  Pine 
Poles  in  Power  Line,  Port  Neches  to  Port  Arthur, 
Texas,  in  service  of  the  Texas  Companji. 

International  Creosoting  &  Construction  Co. 

Texarkana — Beaumont — Galveston 


/ 


■-t**-" 


OW: 


Creosoted  YellowPine  Poles 


3b 


ELECTRIC  RAILWAY  JOURNAL 


December  3,  1927 


From  Steel 
Mill  to  Ship- 
ping   Case 

'Xj  held  to  un- 
varying limits! 


The  secret  of 
the  marvelous 
accuracy  and 
strength  of 
the  Empire  Bolt 


To   keep   millions   of  bolts    within    the  form  the  head  must  be  unfailingly  accurate, 

same  unvarying  limits  of  strength  and  The  dies  that  fotm  the  Empire  New  Process 

accuracy    requires   a    constant    checking  of  thread  must  never  vary  from  their  gauge-like 

limits  at  every  stage  of  their  manufacture.  limits.    The  heat  treatment  must  unfailingly 

The   steel  from  which   Empire  New  Process       ^^^P  '^^  ^^"^^^^  ^"^"g^^  ^^°^^  ^^'^^^  lbs. 

Bolts  are  made  must  be  uniform  as  to  quality,       The  day-in  and  day-out  accomplishment  of 

not  only   today,   but   to-  these  seeming  impossibil- 

,  RUSSELL.BURDSALL&'WifUU)  ,  , 

morrow,   next  month,  ®  BOLT  &  NUT  COlWPANy  ®         ^^^^^  ^^   ^"^    reason   there 

next  year.  The  marvelous  _c^    J^°^'' "^""^^^^^T^-^.h-.,.  is  only  one  Empire  New 

CTffT^^"        DEnUkR       mOCKrAllAlllB.      SCATTLE      BAH  fmAMCWCO 


EMPIRE 


OVER 


8     0 


0     0     0 


LBS 


TENSILE 


STRENGTH 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


37 


Precast  reinforced 
concrete  treitle  on  the 
Atlantic  Coast  Line 
Railway,  near  Dins- 
niore,  Florida. 

The  caps  were  cast  in 
place — all  other  mcTn- 
bers  were  j>recast. 


For  Railway  Trestles 

ONE  of  the  most  obvious  advantages  of  concrete  railway 
trestles  is  fire-safety — they  cannot  burn!  This  fact  alone 
has  justified  their  installation  by  many  progressive  lines. 

Concrete  of  definite,  predeterTnined  strength  and  durability  is 
necessary  to  make  effective  the  details  of  the  design.  This  can  be 
attained  by  following  the  standard  specification  for  concrete 
adopted  by  the  American  Railway  Engineering  Association. 

This  specification  is  reprinted  in  our  new  pamphlet  "Railway  Trestles 
of  Concrete. "  Your  copy  will  be  sent  on  request. 

PORTLAND  CEMENT  ASSOCIATION,  33  West  Grand  Avenue,  Chicago 

PORTLAND       CEMENT 

CONCRETE 


f    o 


r    m     a    n 


n 


38 


ELECTRIC  RAILWAY  JOURNAL 


December  3,  1927 


U  S  20  A  Trolley  Base  with  Timken  Bearings 

Lubricating 
the  Car  Roof! 

Sounds  funny,  don't  it  ?  Yet  that  is 
what  a  lot  of  trolley  hases  do.  The 
grease  for  lubricating  the  swivel  is 
packed  into  an  inverted  cup,  and  on 
the  first  warm  day  it  melts  and  runs 
past  the  leather  gaskets  and  other 
ineffectual  arrangements  designed  to 
retain  it  and  out  onto  the  car  roof. 

Not  only  wasting  lubricant  but 
making  the  roof  unsightly. 

The  grease  reservoirs  in  the  Nuttall 
U  S  20  A  trolley  base  are  so  arranged 
that  while  the  lubrication  of  the  Tim- 
ken  roller  bearings  is  perfect,  it  is  im- 
possible for  the  grease  to  leak  out. 
Thus,  it  is  possible  to  always  main- 
tain a  clean  roof,  and  the  base  needs 
lubrication  only  once  in  every  six 
months. 

Send  for  our 
Bulletin  No.  46 

RDNUHALL  COMPANY 

PinSBURGH  m  PENNSYLVANIA 


All    Westinghouse    Electric     &    Mfg.    Co.     J^^^ 
district    offices    are    sales    representatives  R^T^Wj^ 
for  Nuttall  Railway  Products  9^^jg 

Canadian  Agent,  ^^^!^^^ 

Lyman  Tube  &  Supply  Co.,  Montreal  ,^27 

Noltall 


^iMriiitiiiiiiiiiiimiiiiiiiiii.iiiiiiiiiiiiiiiiiiiiiiiiriiniiiiiiiiiiiiiiiiiiiiiiiiitMiiMiMiiniiiiiitiiitiiiiiiii 


Complete  satisfaction 

Operating  perfectly  and  requiring 
minimum  attention  for  maintenance 
and  lubrication,  Earll  Catchers  and 
Retrievers  give  genuinely  satisfactory 
results.  Their  refinement  of  design, 
and  mechanical  superiority  are  sum- 
marized in  the  following  five  features, 
peculiar  to  Earll  construction. 

No-wear  Check  Pawl 

Free- Winding  Tension  Spring 

Ratchet  Wind 

Emergency  Release 

Perfect   Automatic   Lubrication 

Earll  Catchers  and  Retrievers 
C.  I.  EARLL,  York,  Pa. 

Canadian    ApenU : 

Railway  &  Power  Enslneerlni   Corp.,   IXA..  Toronto.   Ont. 

In  All  Other  Foreign  Countriti: 

International   General  Electric   Co.,    Schenectady,   N.   T. 


'':iiniuiiiiiitiiitiiniitiiitiMiMiiiiniininiiniitiiniininiiiiiiniiiiiiiiiniiiiiiiri]iMiiiiitiiitiiiiHtiiMuuiiniiniiniiniiniiitiinitntuiiu5 
giiriiu<'MiiniiniiiMiiiiiiMiiuiiMininiininnMiniiiiiiniininiiniiiiiiiiiiniiiMiiiiiiiiniiiiiitiimiiiiiiiiiiiiiiiiuiiimiuimiiniiniiiii]i 

I     This  Time  Switch  winds  itself 


Think  of  the  convenience  of  never  having  to  wind 
up  Time  Switches,  leaving  that  job  to  the  sturdy, 
well-built  electric  motors  contained  inside  the 
Switches. 

It  means  a  saving  of  time  and  labor,  too — and  a 
constant  insurance  against   forgetfulness.      Even  if 

the  winding  current  is  cut 
ofl,  Electrically  Wound 
Time  Switches  will  con- 
tinue to  operate  as  usual 
for  nearly  three  days. 

The  illustrated  Bul- 
letin No.  37  contains 
48  pages,  telling 
more  about  these 
dependable  Time 
Switches. 

Send  for  your  copy 
today. 


Albert  &  J.  M. 
Anderson 
Mfg.  Co. 

289-305  A  St. 
BOSTON,    MASS. 

NEW  TORK 

CHICAGO 

PHILADELPHIA 

LONDON 


Type  SL  double  pole  oil  break  with 
oil  tank  and  door  removed.  Front 
pliito  also  removed  stiowing  Ending 
motor. 


^iiitiiiiiuiiiiiitiiniiiniiiiiiiiiiiiiiiiiiHiiiiiiitiiiiiiifiiiiiiiniiiiiiiiiiiiiiHiiiiHiiiiiiMiitiiiiiiiiiiiiiiiiiiiiiii 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


39 


JUST   as   the   electric 


s 

compile  and  be  guided  by 
exhaiistive  statistics  as  to 
peak  loadsj  traffic  densities^ 
costs  per  mile^  and  so  forth, 
we  miist  constantly  keep 
ourselves  informed  as  to 
purchasing  power,  density 
of  population  and  all  vital 
market   information   in 


our  ser^ 
vice  as  an  active  asset  of 
your  service* 


I  ISCORf^ORATEO 


CANDLER  BLDG.    NEW  YORK 


-jf  ■<>«fe« 


40 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


iiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiii iiiiiniiiniiiiiiiiiiiiiiniiii miiHiiiiiiniiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiim •:       aiiiiiimi iiniiiiiiiiiiiiiitiiiiiiiiiiimiiiiiiiimiiiuiiiiiiiii i mri iiiiiiiiiiiiiimiiuiiiiiiiiiiiiiiiiimiuiiiiiiiiiiuiiB 


Griffin  Wheel  Company 

410  North  Michigan  Ave. 
Chicago,  111. 


Griffin  Wheels 

with 

Chilled  Rims 

and 

Chilled  Back  of  Flanges 

For  Street  and  Interurban 
Railways 


PANTASOTE 

TRADE  MARK 

— the  car  curtain  and  upholstery  material  that 
pays  back  its  cost  by  many  added  years  of 
service.  Since  1897  there  has  been  no  substitute 
for  Pantasote. 

AGASOTE 

TRADE  MARK 

— the  only  panel  board  made  in  one  piece.  It  is 
homogeneous  and  waterproof.  Will  not  separate, 
warp  or  blister. 


FOUNDRIES: 

Chicago 

Boston 

St.  Paul 

Detroit 

Kansas  City 

Los  Angeles 

Denver 

Council  Bluffs 

Tacoma 

Cleveland 

Salt  Lake  City 

Cincinnati 

'""<""""" iiiiiiiiiiiiimiiiiiiriirmiiurMiiiiiiinir jriiiiriiiiiiiiiiiniiiiii iiriiniiii iimiu iiiiiiiiimiiiiiiiiiiiiil 

|iluilujuiiijniiijiriiiiiiiiuiiijiirijiiiirMiiiijn'iil>iJiiiiiiii>iirji>iiiirijiiiiiiiii>iiiiiiiiiniJilMjiiii(iiirijiiiiiiiiiiiijirijiiijiiiiiiijiiijiiijj'^ 

I  M-J  Armature  Babbitt  I 


Standard 

for  electric  railway  cars 

and  motor  buses 


Samples  and  full 
information  gladly 
furnished. 


I     The  PANTASOTE  COMPANY,  Inc.     | 

I       250  Park  Avenue,  NEW  YORK       | 

^illllllfllljiiii iillilliiliiiiimriiiiriliiiriiir lllirMilMiriiiiiirilliMliiiiuiiiiiiiiiiriiirriiir j irnuriiiriiiiiiilllllliliiiiS 

^liiiiifnilliriiiiilirMltillliiiriiuiiitiiriliillnltilriuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiitiiiiiijiiiiilimimMiiiiiiiiiuiiiliiiiiiniiiiiics 


imu^ 


/d 


No  less  than  twenty-five  different  grades  of  Babbitt 
have  been  successfully  perfected  in  the  More- 
Jones  line,  designed  for  various  services  and  at 
varying  prices.  "Armature"  for  electric  railways 
is  the   recognized   standard.     Let   us   quote  you. 

National  Bearings  Metal  Corporation 
St.  Louis,  Mo. 

^'MORE-JONES 

Quality  Products" 


L£  CARBONE 
CARBON  BRUSHES 


I 

Ikdr&DTieol 

Gir&unfirusfies  I  l 


'nwiiiimiiiiiiii 


iiiiiiiiiiiiimiimiiiiHiiiiiiiiiiiiMiitiiiiiimiimiiiiuiiiiiHiiiiiiiiHiiHiiiiHiiHiiiiHi 


Reason  No.  16 

When  carbon  brushes  cause  you 
trouble  you  resent  them.  When  they 
do  not  cause  you  trouble  you  forget 
them.  Adopt  "Le  Carbone"  Carbon 
Brushes  for  both  power  house  and 
cars  and  you  soon  will  have  forgot- 
ten that  you  ever  suffered  from  brush 
trouble  or  expense. 

W.  J.  Jeandron 

Factory  Terminal  Bldg. 
Fifteenth  Street,  Hoboken,  N.  J. 
Pittsburgh   Office:   634  Wabash  BldK. 
Chicago  OHice:  1657  Monadnooli  Block 
San  Francisco  Office:  525  Marlset  Street 
Canadian  Distributors:  I.yman  Tube  &  Supply  Co.,  Ltd. 
Montreal  and  Toronto 


■illluimuuiluiimiluiiliiuiiniiiiuiiiiiiiiiiiiiuniiiiiiiiiiniiitiiiiiiniiiniiiiniinuMiftiiiiiiiuiiiiiluiiiiiiiiniiiiiMiriillllinillltin 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


41- 


■meOHMER 

System 


diiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiu 


checks  and  audits 

every  Jhre 


OHMER  Registers  enforce  the  collection 
of  correct  fares.  The  registration  is 
shown  either  by  a  public  indicator,  by  a 
printed  receipt,  or  by  a  combination  of  both, 
depending  upon  the  type  of  register.  This  pre- 
vents any  discrepancy  between  the  amount 
collected  and   the  amount  registered. 

As  the  fares  are  rung  up,  the  register  keeps  a 
permanent  and  unalterable  record  for  auditing 
purposes.  That  insures  correct  accounting,  for 
the  cash  turned  in  by  the  operator  must  tally 
with  the  amount  recorded  in  the  register. 

No  one  can  estimate  the  enormous  saving 
of  traffic  revenue  eflected  by  the  OHMER 
principle  of  fare  registration  during  the  last 
thirty  years. 

OHMER  Fare  Registers  or  OHMER  Ticket-Print- 
ing Registers  are  indispensable  for  ticket  offices, 
street  cars,  traction  cars,  buses,  ferries,  toll-bridges, 
and  other  places  where  cash  fares  are  collected  or 
where  tickets,  transfers,  or  receipts  are  required. 
If  you  are  not  now  using  OHMER  Registers,  let  us 
suggest  a  system  that  will  exactly  meet  your  needs. 
IVrite  or  •wire  today. 


OHMER  FARE  REGISTER  CO. 

DEPT.  Y,  DAYTON,  OHIO,  U.  S.  A. 


-'^ya^ 


L'-iXJ 


I  SONKA  SO  TUTU 

S  That  is  the  KaflBr  term  for  Bread  of  Ashes. 

5  Instead  of  being  baked  in  an  oven  it  is  done 

5  under  a  covering  of  hot  ashes. 

E  The  native  fishes  it  out  of  the  ashes  gives  it  a 

=  wipe  and  tells  you  that  it  is  reasonably  free 

=  of  ash. 

=  But  you  who  have  been  reared  on  lily-white, 

=  wax-papered  bread  wouldn't  agree  with  him, 

5  any  more  than  would  the  user  of  Morganite 

=  carbon  brushes  agree  that  the  user  of  nonde 

=  script  brushes  gets  reasonably  good  service 

=  from  them. 

=  Just   how   reasonable   is  reasonable   as    an 

=  excuse  ? 


—                                   Main  Office  and  Factory  S 

=             3302-3320  Anable  Ave.,  Long  Island  City,  N.  Y.  | 

=                          DISTRICT    ENGINEERS    AND    AGENTS  5 

~  Pittaburgh,  Electrical  Engineering  &  Mfg.  Co.,  909  Penn  Ave.  Z 

E  Cincinnati,    Electrical   Engineering   fit   Mfg.   Co.,   607   Mercantile  S 

E              Library  Building.  ^S 

M  Cleveland,  Electrical  Engineering  &  Mfg.  Co.,  320  Union  Building.  ~ 

E  Baltimore,  O.  T.  Hall,  Sales  Engineer,  433  North  Calvert  St.  S 

E  Revere,  Mat:,  J.  P.  Drununey,  7S  Pleasant  Street.  S 

Z:  Lot  Anfelei,  Special  Service  Sales  Co.,  502  Delta  Building.  E 

S  San  Franeiaco,  Special  Service  Sales  Co.,  202  Russ  Building.  S 

S  Toronto,    Can.,   Railway  fls  Power  Bngiaeering  Corp.,  Ltd.,    101  ZZ 

E              Eastern  Ave.  ^ 

Z  Montreal,  Can.,  Railway  Si  Power  Engineering  Corp.,  Ltd.,  68-70  ~ 

Z:             St.  Antoine  S^  S 

^  Winnipeg,  Con.,  Railway  (t  Power  Engineering  Corp.,  Ltd.,  P.  O.  S 

S              Box  325.  S 

iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiig 


42 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


ffiiiiinHiHtrriiHitntiiiiiiiiiiiMiiiiiniiiiii 


iiitiiiiHiiiiiiniiiniiiiniiiiiniiiiiiiiiiiiitimiiiiiiiiiiiiiniiiiiiiiiiiiiiiiitiiiiiiiiiiiiiniiiiiiiiiiriniiitiiiiiiHiiiiiiiiinMitiiniiniiiiiiiriiir; 

lllllllimillllMIHHIIIItlllHllt;MIIIIIUIimillllllllllllinilUlinillllllllllllllll1iri1llltllUIIIIIIIIIIIIIIIIMIIHIHIIIIIIIttlllllllllMlllllb 


COLUMBIA 


Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and  Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 
265  Chestnut  St.,  comer  Atlantic  Ave., 
Brooklyn,  New  York 


sniiiiiiiiiiiiimmininMiHHmfMwiiiiiiiiiniitiimfriiinniniiniiniiniiiiiniMnMirmmHiiiim 

Use  a  I 

natural  cleaner!  | 

OAKITE     cleaning    materials     are     natural  | 

cleaners.    They  clean  by  emulsification — as  | 

they  come  in  contact  with  grease,  oil  and  dirt  § 

Oakite  materials  quickly  penetrate,  loosen,  and  | 

break  them  up  into  small  particles.  Then,  rinsing  | 

easily  removes  every  trace  from  the  surface  to  | 

which  they  were  adhering.  | 

This  is  purely  a  physical — and  natural  action,  | 

Chemical  action  is  unnecessary.    The  washing  | 

of  cars  and  cleaning  of  parts  in  the  shop  are  done  | 

better,     faster,     and     more     economically    the  | 

natural  Oakite  way.    Our  Service  Man  will  ex-  | 

plain    in    detail    how    these    materials    can    be  | 

adapted  to  your  work.  Write  for  him  to  call.  No  | 

obligation.  | 

Oakite  Service  Men,  cleeming  specialists,  are  located  in  5 

the  leading  industrial  centers  of  the  U.  S.  and  Canada  a 

Oakite  is  manufactured  only  by  S 

OAKITE  PRODUCTS,  INC..  28B  Thames  St..  NEW  YORK,  N.  Y.  | 

(Formerly  OAKLEY  CHEMICAL  CO.)  1 

OAKITE  I 

I    Industrial  Oeaning Materials  ^ndMethods  I 

~tMWHmininiirMiMiiiiiiMiiMiiriiiiuMiiiiiintii'iMirnHitMmuuiiniihiiiiMiirniinirnitiiMiiiiiiiiiiMirMiiriiinitniiiiiiU4U4^^ 
HiiiiiiiiiiimiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiimmiiiiiiiiiiiiiiiiitiiiiimiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiw 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxes  and  overhead  registers 

make  possible  the  instantaneous  registering  and  count-  i 

ing  of  every  fare.     Revenues  are  increased  IJ  to  5%  5 

and  the  efficiency  of  one-man  operation  is  materially  s 

increased.    Over  4000  already  in  use.  1 

When  more  than  two  coins  are  used  as  fare,  the  Type  D  § 

Johnson    Fare    Box   is    the    best   manually    operated  I 

registration  system.    Over  50,000  in  use.  § 

Johnson  Change-Makers  are  designed  to  function  with  1 

odd  fare  and  metal  tickets  selling  at  fractional  rates  | 

It  is  possible  to  use  each  barrel  separately  or  in  groups  5 

to  meet  local  conditions.    Bach  barrel  can  be  adjusted  = 

to  eject  from  one  to  five  coins  or  one  to  six  tickets.  | 


Johnson  Fajre  Box  Co. 

4S19  Ravenswood  Avt.,  Chicago,  III. 


%inniiiininiiinnmiiiiiiiiniiiiriiiiiiiiiiiiiiiiiiiiiinmifliiiiiuiiiuniiiiniiiiiiiinnniiiiiiiHiiniiniiiiiiiiiiiiiiiiiiiiiiiiiiiirfiiiiiiiniiE     fattmiiiiniiiimiimraiiniiiiJi'iiiiiiiiimiriiiiiiiiiiiinriiraiimiiM iniiiiii iiiiiiii riiiiiiiiiiiiiiiiiriiirniiiiiniMiiramiiiiiR 


December  3.  1927 


ELECTRIC  RAILWAY  JOURNAL 


43 


ctf  roup  "WOOD  co. 


Gifford-Wood  WAGESAVER  Street  Ice  Leveler,  operated  from 
boom  on  derrick  car,  le'veling  ice  on  street  outside  of  tracks.  Cum- 
berland Light   and  Povjer   Co.,  Portland,  Me. 


STREET    ICE    LEVELER 


Does  more  work 
than  100  men! 


THE  Gifford-Wood  WAGE$AVER 
Street  Ice  Leveler  dug  out  more  ruts 
yesterday  than  would  have  been  broken  up 
by  100  men  with  picks,"  said  Surveyor 
Daniel  F.  Cronin  of  Manchester,  N.  H.,  last 
winter. 

The  Cumberland  Light  and  Power  Co.,  of 
Portland,  Maine,  advise  that  their  Gifford- 
Wood  WAGES  AVER  sometimes  cuts  as 
fast  as  10  miles  per  hour. 

Keep  tracks  and  streets  open  for  automobile 
traffic  this  winter!  Get  the  facts  on  this 
effective,  wage  saving  ice-leveling  equip- 
ment. 

Levels  ice  between  rails.  Cuts  out  the 
humps  between  wheel  ruts  in  street  outside 
of  rails. 

Easily  operated.  Inexpensive.  In  leveling  between 
tracks  may  be  trailed  behind  car  or  drawn  by  tractor 
or  horse.  In  leveling  outside  of  tracks  may  be 
tractor,  truck  or  horse-drawn  or  operated  from  boom 
as  illustrated. 

Write  for  Bulletin  1027 

It  contains  complete  information,  photographs, 
specifications.  Address  nearest  office  below. 

GIFFORD-WOOD  CO.  39  Hill  St.,  Hudson,  N.  Y. 

New  York: -. .  .420  Lexington  Ave. 

Chicago: 565  W.  Washington  St. 

San  Francisco: 1274  Foljom  St. 


finiiiiriniiHiiiniiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiniiiiiniiiiiiiiiii: 


Both  our  latest  single 
and  double  registers 
are  now  equipped 
for  electric  as  rvell  as 
mechanical  hand  or 
foot  operation. 


Rll   Double  Register 


Full  Electric 

Operation  of 

Fare  Registers 

A  completely  satisfactory  fare  registra- 
tion system  is  one  that  has  the  confidence 
of  the  public,  the  conductor  and  the 
accounting  department.  The  simplicity 
and  accuracy  of  International  Registers 
maintained  for  more  than  thirty  years,  is 
combined  in  the  later  types  with  the 
extra  speed  and  convenience  of  electric 
operation.  j 


The  International  Register  Co. 

15  South  Throop  St.,  Chicago 


luiiiiiiiiiiinriiiriniHMiiriiiiiitiiiiiiittiiiiiiniiiiiiiMirMiMiiiiujiittii)Muiii"niiliMiHui)iriitiiirMiti]iiMiiiiiiiniiiiiiiiiiiiiiiiiniiinMc 

ELECTRICAL      ^1 
INSULATION 


Wimhi     and     EMPIRE 

'  INSULATOR        ^  :^^   INSULATOR^/- 


Micanite  and  Super -Micanite 
Sheets,  Commutator  Segments,  and 
Commutator  Rings. 

Micanite  Tubes  and  Washers 

Linotape,  Seamless  or  Sewn  Bias 
(Yellow  or  Black  Garnished  Tapes) 

Empire  Oiled  Cloths  and  Papers 
{Yellow  or  Black) 
Compounds,  Varnishes,  Etc. 


Send  for  catalog  and  helpful  booklet   on  Commutator 
Insulation  and  Assembly 

MICA  INSULATOR  COMPANY 

Largest  manufacturers  in  the  worU  of  mlea  tnsutaiton. 

Established   1893. 

New  York:  68  Church  St.     Chicago:  542  So.  Dearborn  St. 

Cleveland  Pttuburgh  Cincinnati 

San  Francisco  Los  Angeles  Seattle 

Works;  Schenectady.  New  York,    Victor taviUe.  Canada:  London,  England 


.iiiimiiitiimniiiiiimiiiiiimiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiitiiiiiiiitiiiniiiiiiiiiiniiiiiiiiiiiniiiiiiiniiriiiiiiHiMiiMiiiiii 


iiiiiiiiiiiiiin     ^iiiiiiiniiiiiiiiiiiiriinimitniiitiniiiiiiiiiiitiMiiiiiiiiiiiiiriiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiHiiriiitiiiriiiiMiiiiiriiiMiiiiiiiiiiii'?^ 


44 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


i--if-^~ 


iiveer^s 


iTor^  Bacon  ^  ^avi& 

incorporated 

115  Broadway,  New  Yurk 
PHILADELPHIA  CHICAGO  SAN  FRANCISCO 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 

NEW    YORK  BOSTON  CHICAOO 


Design 


Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 

Construction  Management 

Examinations  Reports  Valuations 


CHICAGO 


NEW  YORK 


SAN  rRANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER,   MASSACHUSETTS 

RKPORTS  •  APPRAISALS  ■  R  ATKS  -  OPERATION  -  SCRVICB 


LINN  &  MARSHALL,  Inc. 

Financing  —  Engineering  —  Management 

PUBLIC  UTILITIES 

ELECTRIC  RAILWAYS  —  MOTOR  BUSES  — 

GAS  —  ELECTRIC 

25  Broadway,  New  York  City 


STEVENS  &  WOOD 

INCORPORATED 

ENGINEERS  AND  CONSTRUCTORS 

120  BROADWAY,  NEW  YORK 
TODNGSTOWN.  O. 


ENOINi:SRmO 
CONSTRUCTION 


PINANCTNG 
MANAGEMiaJT 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardnsr  F.  WeUs  Albert  W.  HemphiU 

APPKAISALS 

INVESTIGATIONS  COVERING 

Reorganization        Management       Operation        Construetion 

43  Cedar  Street,  New  York  City 


E.  H.  FAILE  &  CO. 

Designers  of 
Garages —  Service  Buildings — Temunak 


AYS. 


NXWTOBX 


The  J.  G.  White 
Engineering  Corporation 

£n  gineers^Constnictors 

Oil  Refineries  and  Pipe  Lines,  Steam  and  Water  Power  Plants,  Tranamtsslon 
Systems,  Hotels,  Apartments,  OCQce  and  Industrial  Buildings.  Railroads. 


43  Exchange  Place 


New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service— Financial  Reports 

Appraisals — Management 

52  Vanderbilt  Ave.  New  York 


J.  ROWLAND  BIBBIN3 

Engineer — 2301  Connecticut  Ave.,  N.W.,  Washington,  D.  C. 

TRANSPORTATION  SURVEYS 
Organi:;ed    Traffic    Relief    and    Transit    Development 
Co-ordinating    Motor    Transport,    Railroad    and    City 
Plans,  Service,  Routing,  Valuation,  Economic  Studies 

EXPERIENCE  IN  30  CITIES 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Reports  Rates  Service  Inveatlsatlon 

Studies    on    Financial    and    Physical    Rehabilitation 

Reoiranization     Operation     Manarement 

683  Atlantic  Ave.,  BOSTON,  MASS. 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -   Reports 

Valuations   -   Management 

PHILADELPHIA 


NEW  YORK 


CHICAOO 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Sunday  Pass — Difierential 

Fares — Ride    Selling 

Holbrook  Hall  S-W-3 

160  Graraatan  Ave.,  Mt.  Vernon,  N.  Y. 


KELKER,  DeLEUW  &  GO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

OperatinK  Problems  Valuations  Traffic  Surrey* 

111  W.  Washington  Street,  Chicago,  111. 


MCCLELLAN  &  JUNKERSFELD 

Incorporated 

ENGINEERING  AND  CONSTRUCTION 

Examinations — Reports— Valuations 

Tranaportadon  Problems — Power  Developments 

68  Trinity  Place,  New  York 

CUbbco  St.  Louis 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


45 


iiimiiiiiiiiiiimiiwtiiiiiimiimiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiiiiuiiiHitiiiiiiiiiiiiiiiiiiiiiiiMiiiiMiiiiiiimiiiiiniiiiiiiiiiiiiiiiiimmiiiiiH^^ 


THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability' 

BRANCH  OFFICES 

Boston,  80  Federal  Street 
PHn.uAj>EELPHiA,  Packard  Building 
PnTBBnROH,  Farmers  Deposit  Bank  Building 
Clbveland,  Guardian  Building 
Chicaqo,  Marquette  Building 
Cincinnati,  Traction  Building 
Atlanta,  Candler  Building 
Phobnix,  Akiz.,  Heard  Building 
Dallas,  Tex.,  Magnolia  Building 
Honolulu,  H.  T.,  Castle  &  Cooke  Building 
Portland,  Orb.,  Gasco  Building 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Detroit,  Ford  Building 

Nbw  Orlbans,  344  Camp  Street 

Houston,  Thxas,  Electric  Building 

Dbnthb,  444  Seventeenth  Street 

Sal."  LiAxb  City,  Kearns  Building 

San  Fkancisco,  Sheldon  Building 

LiOs  Anqeles,  Central  Building 

Seattle,  L.  C.  Smith  Building 

Havana,  Cuba,  Calle  de  Aguiar  104 

San  Juan,  Porto  Rico,  Royal  Bank  Building 


illliiiiiiiiiiniiniiiiiiiiMiiiMiiiiiuiiiiiniiniiiiiiiiiiiniiniiniiiiiiininiiiiiiiniiniiiMiiniiiiiiiiiiiiiiniliimiiiiiiilliniiMiiiiiiiiiniliiliiliitiiiiiiiiiiiiiiitiiiHiiiiiiirMiiiiiiiiniMiiriiiiiiiniiiiiiniiirMiiiiMiiiiMiin^ 


aniiiiiiiiiiiiiiiiiiiiiuiiiiiiiuiriiiiniiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiimiiuiiiiiuiiiiiiiiiiuiuiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimniiib 


A.  L.  DRUM  &  COMPANY 

Conmvlting  and  Constructing  Engineers 

VALUATION  AND  FINANCIAL  REPORTS 

RATE  STUDIES   FOR  PRESENTATION   TO  PUBUC  SERVICE 

COMMISSIONS 

CONSTRUCTION  AND  MANAGEMENT  OF 

ELECTRIC  RAILWAYS 

230  South  Clark  Street.  Chicago,  III. 


Alllllllllllll/1^ 


§  ^^llllllllllill\^ 


Car  Heating  and  Ventilating 

— are  :]o  longer  operating  problem!.  We  can  ihow  70a 
bow  to  take  care  of  both  with  one  equipment.  The  Peter 
Smith  Forced  Ventilation  Hot  Air  Heat«r  will  m:  la 
addition,  40%  to  60%  of  the  cost  of  any  other  ear  beat- 
ing  and   rentllatlng   system.      Write   for  detaUi. 

The  Peter  Smith  Heater  Company 
6209  Hamilton  Ave.,  Detroit,  Mich. 


C.     B.     BDCBANAN 
President 


W.   H.   PRICK.   JR. 
Sec'y-Treas. 


JOHN  P.  LAYNO 
Vice-President 


BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 

Financial  Reports,   Traffic  Surveys 

and  Equipment  Maintenance 

Bank  Bldg.  Hanover:  2142  49  Wall  Street 


TRAFFIC  CONSULTANT 

Freight  Bate.  Tariff  and  Traffic  Analyses: 

Advisory  Freight  Traffic  Assistance 

on  Special  or  Monthly  Basis; 

Preparation  of  Cases  before  Interstate  Commerce 

Commission  and  State  Commissions. 

HALSEY  McGOVERN 

Mills  Bldg.,  17th  and  Pa.  Ave.,  Washington,  D,  C. 


^MiiiriinniiiiuiiiiiniiiiiiiitiiiuiiiiiiiniiiiiiiiiiiiMiiiiiiiiiiiiiiiiiuiiiiiiiiriiiiiriiiiiiniiiiiiiiiiiiiiiiiiitiiiiiiiiiiitiiiiiiiniiiiiiiuiiiiiiiia 
dmtiiiiMHiitiiitiiniiitiiiininiiiniuiiiiiiMiiiiiniiniiuiiiiHiiiiininiiniiiMiniiiiiiiiiiiiiJiiiiiiiimimimuiiiiiiMiiiiiiiiiiiiiiiiiiiiHH 

RAIL  JOINTS 


DYNAMOTORS 
WELDING  ROD 

UNA  Welding  &  Bonding  Co 
Cleveland.  Ohio; 


BitiiiiimiininiiiiiiiiiiiiiimiiiiiiiiiiiiiimiiiiimiiiiiiiiiiiiiiiiiiimiiiiniiiiiiiiiiiiiiuiiiiiitiiiiiiniiniiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiinHni 
HiHiiiiiininiiiiiiiHiiniiuiiiiiiiMiiitiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiifiiiiiiiiiiiiiiiiiitMiiiiiiiiiiiiitiiiiiiiniitiiitiiiiiuiiiiiiiiiiiniiiiiiiiiig 

Gets  Every  Fare  s 

PEREY  TURNSTILES    I 
or  PASSIMETERS        | 

Dm  them  in  jmu  PnpBTmeat  Anal  Ml         S 
%ttttt  Car*  g 

Perey  Manufacturing  Co^  Inc.     i 

101  Park  Avenue,  New  York  OU7  § 

^iiiitiiniiiiiiniiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiuiiitiiiiiiitiiiiiiniiniiiiiiniiHiiniiiiinriitiiiiMiiMiiiHiiiiiiHHHiiniiiiiiiiiniiiiiiiiiiiiiiiHii 


THE  P.  EDWARD  WISH  SERVICE 

SO  Church  St.  Street  Railway  Inspection  131   State  St. 

NEW  YORK  DETECTIVES  BOSTON 


SiiiiiHriitMiiiiiiiiiiiiiiiiiiiiniiuiiiniiiiiiiiiiiHiiiiiiiiiiHiiniiniitiiiiiiiiiiMiiiiiitiiiuiiiiiniiiiiiniiiiiiiiiiiiiiiiiiiiiiiiHiinimiiiiiii^ 
I    |K|  **Bates  Poles  Outlive  the  Bond  Issues  that  Buy  Them' 


When  writing  the  advertiser  for  Information  or 

prices,  a  meiitfon  of  the  Electric  Railway 

Joumal  would  be  appreciated. 


tfl  Bates  Poles  and  Structures 

'^'  ^ateslliBMide^llteol  Jiruss  Q. 


i 


I 


Siiiiiimiiraiiiiiimiimimiimimimiiniiiiiimiiiiiiiiiraiiiiiiiiiiiiiimiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii' 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 

on  your  equipment 

The  Universal  Lubricating  Co. 

Cleveland,  Ohio 

(%leaco    Bepreaentattrae:    Jamaaon-Boaa   Coaapaav. 

Straaa  Bide. 

jiiiiuiiiiiiiiniiiiiiimiiiiiumiiiiiiiiiiiiiiuiiiiiimiiiiiiiiiiiiiiimiimiiiiiiuiiiiiimiiiiiiiiiiiiiiii iiiiaiiiimiiiiimiiiiiiiiniiiiiiiiS 


General  Offices  and  Plants 
EAST  CHICAGO,  INDIANA,  U.  S.  A. 

?inii7intTmiiiiiitiiiiitiiiiiitiiiiiiiiiiiiiiiuiiiniitiiiiiiniiiiiiiiiiitiniii;iniiiiiitiiiiiiniiiiiniiiiiniiiiiiiiiiiiiiiiii>iiiriitiiiiiiiiiiiiitii 

'^      atiiniiniitlliniiiiiiiiiiniiiiii(iiiniinr:u>iiiiiiiniiniiniiitiiitiiniiliiiiHluiiniiiiiniiiiiitiiiniiniiiiiniiiiiiiiiitiiiiiiiiiiiiiiiiiiilillii^ 

THE  WORLD'S  STANDARD  | 

"IRVINGTON" 


Black 
Varnished   Silk, 


and 
Varnished   Cambric, 


Yellow 
Varnished   Paper 


I  Irv-O-Slot   Insulation                       Flexible  Varnished  Tubing  | 

i  Insulating  Varnishes  and  Compounds  i 

I  Irvington  Varnisli  8C  Insulator  Co.  | 

I  Irvington,  N.  J.  1 

I  5die5  Representatives:  f 

§  Mitchell-Band  Xtg.  Co..  N.  T.           Prehler  Brothera  Inc..  Chleaco  I 

I  B.  H.  Wolcott.  Rocbeater                   White  Supply  Co.,  St.  Lonla  = 

=  I.  W.  liBTlne,  Montreal                       Clapp  te  LaMoree.  Loe  Antslaa  = 

i  A.  L.  Gllliea.  Toronto                         Martin  Woodard,  Seattle  i 

I  Consumers'  Rubber  Co.,  Clereland  | 

iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiniiiiiiiiiiiiiiitiiniiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiniiiiiiiuiiliE 


46 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


American  Bridge  Company 


Empire  Building— 71  Broadway         New  York,  N.l^ 

JfAanufacturers  of  Steel  StYuctxires  of  all  classes 
particularly  BRIDGES  AND  BUILDINGS 

ALSO   STEEL  BARGES  FOR  HARBORS   AND   RIVERS,  STEEL  TOWERS 
FOR  ELECTRIC  TRANSMISSION,  HEROULT  ELECTRIC  FURNACES,  ETC. 


.T' 


NEW  YORK.  N.Y. 
Philadelphia^  Pa. 
Boston,  Masit. 
Baltimore.  Md. 


PITTSBURGH,  PA. 
Cincinnati,  Ohio 
Cleveland,  Ohio 
Detroit,  Mich. 


SALES    OFFICES: 

CHICAGO,  ILl. 

St.  Louis,  Mo.  Duluth,  Minn, 


Denv 


.  Colo. 


Salt  Lake  City,  Utah 


Minneapolis,  Minn. 


Pacific  Coast  Representative: 

U.S.  Steel  Products  Co., 

Pacific  Coast  Dept. 

San  Francisco,  Cal,  Portland.  Ore. 

Los  Angeles,  Cal.  Seattle,  Wash. 


Export  Representative:    L^nited  States  Steel  Products  Co.,  30  Church  Street,  New  York. 


iiimiiiiiiiiiiiiiiiiiiuiiniinniiiiiMiiniiiriiiniJiiiiiiiiiuiiiiiiiiiMiiiiniiiiiMiMiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiii|: 

Bethlehem  Products  for   1 
Electric  Railways 

Tee    and    Girder    Rails;    Machine    Fitted    Joint! ;  | 

Splice    Bars;    Hard    Center    Frojs;    Hard    Center  I 

I  Mates;  Rolled  Alloy  Steel  Crossings;  Abbott  and  L 

I  Center  Rib  Base  Plates;  Rolled  Steel  Wheels  and  f 

I  Forged  Axles ;  Tie  Rods ;   Bolts ;   Tie   Plates  and  | 

I  Pole  Line  Material.  | 

I  Calalog  Sent  on  Request  | 

I      BETHLEHEM    STEEL    COMPANY,    Bethlehem,    Pa.       I 

I  BETHLEHEM  | 

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B.  A.  HEGEMaN.  Jr.,  President        H.  A.  HEGEMAN.  First  VicePrei.  iDd  Tr«aa 


^iiMiiiiuiiiiiniiiiMniiiiiiiiiiiiuiiiiiiiimtiuiiUHiuiniiuiniiiiMiniuiiiHiniiiiiiiiNUiiJiiiiiiiiiiiuiiiiiiiiiiiuiiniimiiiiiiiuiiiHiiiii^ 

I  TISCO  j 

I  MANGANESE  STEEL  I 

SPECIAL  TRAGKWORK 


Wharton   Tisco  Manganese  Steel  Trackvrork 
will  help  you  hold  the  up-keep  down. 


I     WM.  WHARTON  JR.  &  CO.,  Inc. 

I  Easton,  Penna.  I 

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F.  T.  BABQENT.  Secretarr 


W.  C.  PJETEBB,  T1c«-Pt«s.  Silei  and  EndnMrInc 


National  Railway  Appliance  Co. 

Oraybar   Building,   420   Lexington   Ave.,    New    York 

BRANCH  OFFICES 

Munsey  Bldg-.,  Washington.  D.  C.  100  Boylston  St..  Boston.  Maes. 

Begreman-CaBtle  Corporation.  Railway  Exchange  Building.  Chicago,  111. 


RAILWAY  SUPPLIES 


Tool   Steel   Gears   and   Pinions 
Anglo-American    Varnisb    Co., 

VarnishcB.   Enamels,   etc. 
National  Hand  Holds 
Genesee  Paint  Oils 
Dunham    Hopper   Door   Device 
Garland  Ventilators 
Walter  Tractor  Snow  Flows 
Feasible  Drop  Brake  Staffs 
Ft.  Pitt  Spring  tc  Mfg.  Co.. 

Springs 


Flaxlinum  Insulation 

Economy  Electric  Devices  Co. 

Power  Saving  and  Inspection 

Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers, 
Gong  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry  Automotive  Brake 
Testing  Machine 


\ 


Atlanta 

Baltimore 

Boston 

Buffalo 

Chicago 

Cincinnati 

Cleveland 

Dallas 

Detroit 

Indianapolis 

Kansas  City 

Los  Angeles 

Milwaukee 

Minneapolis 

New  Orleans 

New  York 

Philadelphia 

Pittsburgh 

San  Francisco 

St.  LouiB 

Syracuse 

Seattle 

Washington,  D.  C.  J 

Berlin,  Germany     ^ 


Investigatioins  •  Reports 
Valuations 

The  American  Appraisal 
Company 

A  National  Organization 


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FARE 

BOXES  for  BUSES 

Let  us  tell  you  of  this  especially  de- 
signed  box  for  this   class   of  service. 


The  Cleveland  Fare  Box  Co. 

4900  Lexington  Ave.,  Cleveland,  O. 

Canadian  Cleveland  Fare  Box  Co.,  Ltd. 
Preston,  Ontario 


I      C^SrriNO  And  Sorting  Machines  Cg^^  Tokens      | 

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aiiiiimmmiiuiiMimmniiniinMitMMUMiinimiinimuinimimiiummiiiimjiMimiiMiiiiiiMuiiuimmiMinMiuiiiiiiimuMni^^^ 

I   Lorain  Special  Trackwork 
I  Girder  Rails 

I  Electrically  Welded  Joints 

I  THE  LORAIN  STEEL  COMPANY 

i  Johnstown,  Pa. 

I  Salem  OMce*: 

i  Atlanta  Chicaso  Cleveland  Naw  York 

I  Philadelphia  Pittsburgh  Dallas 

i  Pacific  Coamt  Representative: 

i  Doited  States  Steel  Products  Companr 

I  Los  Angeles  Portland  San  Francisco  Seattle 

=  Export  Representative  : 

i  United  States  Steel  Products  Company,  NeT  Yoric,  N.  Y. 

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k 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


47 


Searchlight  Section 

USED  EQUIPMENT  CS,  NEW— BUSINESS  OPPORTUNITIES 

LiNDtSPLATTBD— RATE  FBtt  WOHD;  I.NFclBMATION:  MSI'I*\YKIi-  K ATK  VKH  INCH: 

foiitioni    Waxled,    i    cents    s   word,    mlnlmu;!!  Hit    Sumheni    In    care    of    any    of    our    oftlcK  .,   {2     i   Inches *\'lt    an    inch 

■  75   cwiU  an  insertion,  payable  In  adrance.                     count   10  words  additional  In  undisplaced  ads.  s   to   14    Inches.'  !!.'!'  ^  !!!!'  !    4'lO    an   inch 

PotilUtnt    Vncant   and   all    other    ciasslflcattons,  l>iscf>v;nt  of    10%    if   one   payment   is   made   in  Rates  for  larger  Bpacua,  oiycurty  rates,  onreniieut. 

8  cents  a  word,  mlnitQum  charge  »2.00.                        advance    for    four    consecutive    ipsertitms    of  .In  »Kft)ertteinj7    i*tfh   is   measured  vertically    on 

Prtntonoti,  40  cents  a  line  an  Insertion.                            undUpIayed  atls    (not  including  proposals).  ono  column,  3  columns — 30  inches — to  a  pag*^. 


POSITION  VACANT 


ADVERTISING  man  for  city  and  Inter- 
urban  electric  railway  in  the  East.  P-63, 
Electric  Railway  Journal,  Tenth  Ave.  at 
36th   St.,   New   York, 


POSITIONS  WANTED 


EQUIPMENT  supervisor,  thoroughly  ex- 
perienced and  successful  in  maintenance 
of  city,  interurban  cars  and  buses,  de- 
sires to  change  location,  PW-51,  Elec- 
tric Railway  Journal,  7  So,  Dearborn  St., 
Chicago,  111. 

GENERAL  superintendent  or  manager  ;  fif- 
teen years'  successful  experience,  PW-55, 
Electric  Railway  Journal,  Tenth  Ave,  at 
36th  St.,   New  York. 

MAN  with  wide  experience  in  trolley  and 
bus  maintenance  open  for  engagement ; 
references.  PW-64,  Electric  Railway 
Journal,  Tenth  Ave.  at  36th  St.,  New 
York. 

LOOKING  FOR  WORK?  A  position  wanted 
advertisement  here,  outlining  your  quali- 
fications and  experience,  will  give  you  the 
proper  introduction  to  executives  of  the 
Electric  Railway  Field,  seeking  men  toi- 
the  kind  of  position  you  want. 


— Switches — Frogs 

— Portable   Track 

Finest  Quality 

Flat  Cars — Locomotives 
Qttick  Delivery  Lowest  Price 

HYMAN-MICHAELS  CO. 


St.  Louis 


Peoples  Gas  Building  | 

CHICAGO  San  Francisco     = 


WANTED 

Interurban  Cars 

Interurban  railway  desires  to  purchase 
ten  thoroughly  modern,  light-vfeight, 
steel  Interurban  Cars.  These  should 
be  standard  gage  v? ith  maximum  speed 
of  50  m,p,h.  on  600-volt  D.C.  system. 
Must  have  small  baggage  compart- 
ment and  be  suitable  for  one-man 
operation.  Address  offers  with  speci- 
fications to 

W-65,  Electric  Railway  Journal 
Tenth  Ave.  at  36th  St.,  New  York  City 


FOB  SALE  i 

15  BIRNEY  SAFETY  CARS  I 

Brill  Built  = 

West,   BOS  or  G,  E,   264   Motors  i 

Cars  Complete — Low  Price — Pine  Condition  | 

ELECTRIC  EQUIPMENT  CO.  | 

Commonwealth   Bld(„    Philadelphia,    Fa,  | 


WANTED 

MOTORS 

Westinghouse    532 


S.B: 


14 — Second-hand 
Motors. 

The  Steubenvtile.  East  Liverpool  &  Beaver     | 
Valley  Traction  Company  | 

East  Liverpool.  Ohio  i 


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** Opportunity"  Advertising: 

Think  ^'SEARCHLIGHT"  First! 


WANTED  I 

FARE  BOXES  | 

20 — Used   Johnson    Type    D.    In    good   con-  i 

dition.    registering-   dimes,    nickels   and  = 

cents,  in  cents.  1 

VIRGINIA   PITBLIO   SERVICE   CO.  | 

Hampton*   Va.  i 


K  there  is  anything  you  want — 

or  something  you  don't  want  that  other  readers  of  this  paper  can 
supply — or  use — advertise  in  the 


Somebody  is  always  looking  for  something  to  meet 
certain  business  needs.  Some  men  in  charge  of 
plant  operations  may  be  in  the  market  for  good 
used  equipment — others  may  have  just  what  they 
want,  to  sell.   Some  may  require  a  man  of  unusual 


qualifications  for  a  particular  position — that  man 
may  be  another  reader  of  this  paper ! 
Put  the  Searchlight  Section  to  work  for  you  under 
any  of  the  following  classifications — to  fill  your 
business  needs. 


Agrendes  Wanted 
Agents  Wanted 
Auction  Notices 
BnildlngB  For  Sale 
Business  Opportunities 
Civil  Service  Opportunities 
Contracts  To  Be  Let 


Contracts  Wanted 
Educational  Courses 
Employment  Agencies 
Ercchanges 
For  Rent  Items 
Franchises 
Industrial  Sites 


Miscellaneous  Wants 
New  Industries  Wanted 
Partners  Wanted 
Patents  For  Sale 
Patent  Attorneys 
Plants  For  Sale 
Positions  Vacant 


Positions  Wanted 
Property  For  Sale 
Receivers'  Sales 
Representative  Wanted 
Salesmen  Wanted 
Work  Wanted 
Etc..  Etc..  Etc. 


48 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


Advertising.  Street  Car 

Collier,  Inc.,  Barron  Q. 

Air  Brakes 

General    Electric   Co. 
Westin^house  Air  Brake  Co. 

Anchors,  Gay 

Elec.  Service  Supplies  Co. 
Gpiieral    Electric   Co. 
Ohio   Brass   Co. 
Westingrhouse  E.  &  M.  Co. 

Appraisals 
American  Appraisal  Co. 

Armature  Shop  Tools 

Columbia     Machine     Works 
Elec.  Service  Supplies  Co. 

Aotoniafic   Retarn  Snitch 

Stands 
Bamapo  Ajax  Corp. 

Automatic  Safety  Switch 
Stands 
Bamapo  Ajax  Corp. 

Axles 

Bemis  Car  Truck  Co- 
Bethlehem  Steel  Co. 
Brill   Co.,  The  J.   G. 
Carnegrie  Steel  Co. 
Cincinnati  Car  Co. 
St.  Louis  Car  Co. 
Standard  Steel    Works  Co. 
Westinf house  E.  &  M.  Co. 

Babbitt  3Ietal 

National     Bearings    Corp. 

Babbitting   Devices 

Columbia  Machine  Works 

Badges  and  Buttons 

Elec.  Service  Supplies  Co. 
International  Berister  Co. 

Bargeti,  Steel 
American  Bridge  Co. 

Batteries,  Dry 
Nichols-Lintern   Co. 

Bearings  and  Bearing  Metals 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia    Machine    Works 
National    Bearings    Corp. 
St.  Louis  Car  Co. 
Westinghouse  E.  &  M.  Co. 

Bearings,   Center   and   BoUer 
Side 

Columbia   Machine   Works 
Stucki  Co.,  A. 

Bells   and   Buzzers 

Consolidated    Car    Heatlnv 
Co. 

Bells  and  Gongs 

Brill  Co..  The  J.  O. 
Cincinnati  Car  Co. 
Columbia   Machine   Works 
Elec.  Service  Supplies  Co. 
St.  Louis  Car  Co. 

Benders,  Rail 
Ballway  Track-work  Co. 

Bodies,  Bus 
Brill  Co.,  The  J.  G. 
Cummings  Car  &  Coach  Co. 
Graham   Brothers 
St.  Louis  Car  Co. 

Body  Material,  Haskelite  and 
PI.vnietl 
Haskelite  Mfg.  Corp. 

Boilers 
Babcock  &  WUcoz  Co. 

Boiler  Tubes 
National  Tube  Co. 

Bolts,  Nuts.  Rivets 

Eussell.    Burdsall   &  Ward 
E<olt  &  Nut  Co. 

Bond  Testers 
American  Steel  &  Wire  Co. 
Electric  Service  Supplies  Co. 

Bonding  Apparatus 

Amer.  Steel  &  Wire  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Railway    Track-work    Co. 
Una  Welding  &  Bonding  Co. 

Bonds,  Bail 

Amer.  Steel  &  Wire  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Bailway   Track-work   Co. 
Una  Welding  &  Bonding  Co. 
Westlnghouse  E.  &  M.  Co. 

Brackets  and  Cross  Arms 
(See  also  Poles,  Ties, 
Posts,  etc.) 

American  Bridge  Co. 
Bates  Expanded  Steel  Truss 

Co. 
Colnmbic  Machine  Co. 
Elec.  By.  Eauipment  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Hubbard   &  Co. 
Ohio  Brass  Co. 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric  Railway  Industry 
with   Names  of  Manufacturers  and  Distributors  Advertising  in  this   Issue 


Brake  Adjasters 

Brill   Co.,   The  J.   G. 
Cincinnati    Car   Co. 
National  Ry.  Appliance  Co. 
Westinsrhouse  Tr.  Br.  Co. 

Brake   Shoes 
American  Brake  Shoe  & 

Foundry  Co. 
Bemis  Car  Truck  Co. 
Brill   Co..   The  J.    G. 
St.  Louis  Car  Co. 
Wheel  Truing:  Brake  Shoe 

Co. 

Brakes,    Brake   Sygtems    and 
Brake  Parts 

Bemis  Car  Truck  Co. 
Brill   Co..   The  J.   G. 
Cincinnati    Car   Co. 
Columbia  Machine  Co. 
General   Electric  Co. 
National   Brake   Co. 
St.  Louis  Car  Co. 
Westinphouse  Tr.  Br.   Co. 

Brakes,   Magnetic   Rail 

Ci;icinnati  Car  Co. 

Bridges.   Steel 
American  Bridge  Co. 

Brushes,  Carbon 

General   Electric  Co. 
Jeandron,  W.  J. 
Le  Carbone  Co. 
Morpanite   Brush   Co..   Inc. 
WeBtinphonse  £.  &  M.  Co. 

BrusheH.   Graphite 

Morg-aaite  Brush  Co.,  Inc. 

Brnshholders 

Columbia   Machine    Works 
General   Electric   Co. 

BnildinKH,  Steel 

American  Bridge  Co. 

Bnlkheads 

Haskelite  Mfg.   Corp. 

Bunkers.  Coal 

American  Bridge  Co. 

Buses 

Cumming-B  Car  &  Coach  Co. 
General  Electric  Co. 

Bushings,    Case   Hardened   & 
Manganese 
Brill  Co..  The  J.  G. 
Bemis  Car  Truck  Co. 
Cincinnati  Car  Co. 
Columbia  Machine  Works 
St.  Louis  Car  Co. 

Cables.      (See  Wires  and 
Cables) 

Cambric   Tapes,   Yellow   and 
Black  Varnish 

General    Electric    Co. 
Irvington  Varnish  &  Ins.  Co. 

Cambric    Yellow    and    Black 
Varnish 
Mica  Insulator  Co. 

Carbon    Brushes     (See 
Brushes,  Carbon) 

Car  Lighting  Fixtures 
Elec.  Service  Supplies  Co. 

Car   Panel    Safety   Switches 

Consolidated   Car   Heat.   Co. 
Westlnghouse  E.  &  M.  Co. 

Car  Steps,  Safety 
Cincinnati  Car  Co. 

Car  Wheels,  Rolled  Steel 

Bethlehem  Steel  Co. 

Cars,  Dump 

Brill  Co.,  The  J.  G. 
Differential    Steel    Car   Co., 

Inc. 
St.  Louis  Car  Co. 

Cars.    Gas-GIectric 
Brill  Co..  The  J.  G. 
General   Electric  Co. 
Westlnghouse  E.  &  M.  Co. 

Cars,  Gas.  Rail 

Brill   Co..   The  J.  G. 
St.  Louis  Car  Co. 

Cars,   Passenger,  Freis^t* 
Express,  etc. 
Amer.  Car  Co. 
Brill   Co.,   The  J.   G. 
Cincinnati  Car  Co. 
Cummings  Car  &  Coach  Co. 
Kuhlman  Car  Co..   Q.  C. 
St.  Louis  Car  Co. 
Wason  Mfg.  Co. 

Cars,  Second   Hand 
Electric  Equipment  Co. 

Cars,  Self-Propelled 
BrUl  Co.,  The  J.  O. 


Castings,    Brass   Composition 
or   Copper 

Anderson    Mfg.    Co.. 

A.   &  J.  M. 
Cincinnati  Car  Co. 
Columbia    Machine    Works 
National    Bearings    Corp. 

Castingii,    Gray   Iron   and 
Steel 

American  Bridge  Co. 
American    Steel    Foundries 
Bemis    Car    Truck    Co. 
Columbia   Machine   Works 
St.  Louis  Car  Co. 
Standard  Steel   Works  Co, 

Castings,   Malleable  &  Brass 

Bomis  Car  Truck  Co. 
Columbia    Machine    Works 
St.  Louis  Car  Co. 

Catchers  and   Retrievers* 
Trolley 
Earn.  C.  I. 

Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Wood  Co..  Chas.  N. 

Ceiling  Car 

Haskelite    Mfg.    Corp. 
Pantasote  Co.,  Inc. 

Ceilings,    Plywood,    Panels 
Haskelite   Mfg.    C^orp. 

6%ment    Produrts 

Portland    Cement    Co. 

Change    Carriers 
Cleveland   Fare  Box  Co. 
Electric  Service  Supplies  Co. 

Change  Trays 

Cincinnati  Car  Co. 

Circuit-Breakers 

Anderson    Mfg.    Co. 

A.  &  J.  M. 
General    Electric  Co. 
Westlnghouse  B.  &  M.  Co. 

Clamps    and    Connectors    for 
Wires   and    Cables 

Columbia    Machine    Works 
Elec.   Ry.   Equipment  Co. 
Elec.  Service  Supplies  Co. 
Hubbard  &  Co. 
Ohio   Brass  Co. 
Westlnghouse  E.  &  M.  Co. 


Cleaners 

Oakite  Products 

Cleaners  and  Scrapers,  Track 
(See  also  Snow-Plows. 
Sweepers  and  Brooms) 
Brill   Co..   The  J.  G. 
Cincinnati  Car  Co. 
St.  Louis  Car  Co. 

Coal  and  Ash  Handling  (See 
Conveying  and   Hoisting 

Machinery) 

Coil  Banding  and  Winding 
Machines 
Columbia    Machine    Works 
Elec.   Service  Supplies  Co. 
Westlnghouse  E.  &  M.  Co. 

Colls,  Armature  and  Field 

Columbia   Machine   Works 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Coils,  Choke  and  Kicldng 

Elec.   Service   Supplies  Co. 
General   Electric  CIo. 
Westlnghouse  E.  &  M.  Co. 

Coin    Counting    Machines 
Cleveland  Fare  Box   Co. 
International    Register   Co. 
Johnson  Fare  Box  Co. 

Coin   Changers 

Johnson  Fare  Box  Co. 

Coin   Sorting  Machines 
Cleveland   Fare  Box  Co. 
Johnson  Fare  Box  Co. 

Coin   Wrappers 
Cleveland  Fare  Box  Co. 

Commutator    Slotters 

Columbia  Machine  Works 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 
Wood  Co..  Chas.  N. 

Commutators   or  Parts 

General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Compressors,  Air 

General   Electric  Co. 
Westinghouse    Tr.    Br.    Co. 

Condensers 
Westlnghouse  E.  &  M,  Co. 

Condenser  Papers 
Irvington  Varnish  &  Ins.  Co. 


Connectors,  Solderless 
Westinghouse  E.  &  M.  Co. 

Connectors,  Trailer  Car 

Columbia    Machine   Works 
Consolidated  Car  Heat.   Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Controllers  or  Parts 

Columbia   Machine   Works 
General   Electric  Co. 
Westlnghouse  E.  &  M.  Co. 

Controller   Regulators 
Elec.  Service  Supplies  Co. 

Controlling  Systems 

General   Electric  Co. 
Westinghouse  B.  &  M.  Co. 

Converters,   Rotary 

General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Conveying   &  Hoisting 
Machinerv 

American  Bridge  Co. 

Copper   Wire 

American    Brass   Co. 
American  Steel   &  Wire  Co. 
Anaconda  Copper  Mining 
Co. 

Copper  Wire  Instruments, 
Measuring,  Testing  and 
Recording 

American    Brass    Co.,    The 
American  Steel  &  Wire  Co. 
Anaconda  Copper  Mining 
Co. 

Cord,  Bell,  Trolley,  Register, 

etc. 
American  Steel  &  Wire  Co. 
Brill  Co.,  The  J.  G. 
Elec.  Service  Supplies  Co. 
International    Register   Co. 
Roebling's  Sons  Co.,  John 

A. 
Samson  Cordage  Works 
St.  Louis  Car  Co. 

Cord    Connectors   and 
Couplers 
Elec.  Service  Supplies  Co. 
Samson    Cordage   Works 
Wood  Co..   Chas.  N. 

Couplers,  Car 

American   Steel   Foundries 
Brill  Co..  The  J.  G. 
Cincinnati   Car  Co. 
Ohio   Brass   Co. 
St.  Louis  Car  Co. 
Westlnghouse  Tr-   Br.  Co. 

Cowl    Ventilators 

Nichols-Lintern  Co. 

Cranes,   Hoists   and   Lifts 
Buda  Co..   The 
Electric  Service  Supplies  Co. 

t  Cross   Arms    (See   Brackets) 

Crossings 

Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Crossing   Foundations 

International  Steel   Tie  Co. 

Crossings,  Frog  and  Switch 

Ramapo    Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Crossings,  Manganese 

Bethlehem   Steel   Co. 
Ramapo  Ajax  Corp, 
Wm.    Wharton.   Jr.    &  Co- 
Crossing  Signals.   (See  Signal 
Systems,    Highway    Cross- 
ing) 

Crossings.  Track   (See  Track, 
Special  Work) 

Crossings,   Trolley 
General    Electric   Co. 
Ohio  Brass  Co. 
Westlnghouse  E.  &  M.  Co. 

Curtains   &  Curtain  Fixtures 

Brill  Co..   The  J.   G. 
Pantasote  Co..   Inc. 
St.  Louis  Car  Co. 

Cutting    Apparatus 

General   Electric   Co. 

Ohio    Brass    Co. 

Railway    Track    Work    Co. 

Dealer's  Machinery  &  Second 
Hand  Equipment 

Elec.  Equipment  Co. 
Hyman    Michaels   (Jo. 

Derailing   Switches 

Ramapo   Ajax  Corp. 
Destination   Signs 

Columbia   Machine   Works 
Elec.  Service  Supplies  Co. 


Detective    Ser^ce 

Wish    Service.    Edward   P. 

Door    Operating    Devices 

Brill   Co.,   The  J.   G. 
Cincinnati  Car  Co. 
Consolidated   Car   Heat.    Co. 
National    Pneumatic    Co. 

Doors  and  Door  Fixtures 

Brill    Co.,    The  J.    G. 
Cincinnati    Car    Co. 
Hale-Kilburn   Co. 
St.  Louis  Car  Co. 

Doors,   Folding   Vestibule 

National  Pneumatic  Co. 

Drills,  Track 

\mer.   Steel   &  Wire  Co. 
Jlec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

wryers,    Sand 

Elec.  Service  Supplies  Co. 

Ohio    Brass   Co. 

Westlnghouse  E.  &  M.  Co. 
Ears 

Columbia   Machine   Works 

Elec.  Service  Supplies  Co. 

General   Electric   Co. 

Ohio    Brass   Co. 

Westinghouse  E.  &  M.  Co. 
Electric   Transmission 
Towers 

American  Bridge  Co. 
Electric    Grinders 

Railway  Track- work  Co. 

Electric    Lncomotires 

St.  Louis  Car  Co. 

Electrical    Wires    and    CaL'    - 

Amer.  Electrical  Works 
Amer.  Steel  &  Wire  Co. 
Johnv^A.  Roebling's  Sons  Co. 

Electrodes,  Carbon 

Railway    Track-work    Co. 
Una  Welding  &  Bonding  Co. 

Electrodes.  Steel 

Railway  Track-work  Co. 
Una  Welding  &  Bonding  Co. 

Engineers,    Consulting,    Con- 
tracting and  Operating 

Beeler.    John    A. 
B'ibbins.    Rowland   J. 
Buchanan    &   Layng   Corp. 
Day   &  Zimmermann,   Inc. 
A.  L.  Drum  &  Co. 
Faile  &  Co..  E.  H. 
Ford.  Bacon  &  Davis 
Hemphill    &    Wells 
Hoist.    Engelhardt    W. 
Jackson,   Walter 
Kelker  &  DeLeuw 
Linn    &  Marshall   Co. 
McClellan   &  JunkersfeW 
McGovern  Halsey 
Richey.    Albert    S. 
Sanderson    &   Porter 
Stevens   Sc  Wood 
Stone  &  Webster 
White  Eng.  Co..  J.  G..  The 

Engines,  Gas.  Oil  or  Steam 
Westinghouse  E.  &  M.  Co. 

Exterior   Side    Panels 

Haskelite  Mfg.  Corp. 
Fare  Boxes 

Cleveland  Fare  Box   Co. 

Johnson   Fare   Box   Co. 

Ohmer  Fare   Register  Co. 

Perey  Mfg.  Co. 
Fare  Registers 

Elec.  Service  Supplies  Co. 

Johnson  Fare  Box  Co. 

Ohmer  Fare   Regrister  Co. 
Fences,   Woven  Wire  and 
Fence   Posts 

Amer.  Steel  &  Wire  Co. 
Fenders  and  Wheel  Guards 

Brill   Co.,    The  J.   G. 

Cincinnati    Car   (jo. 

Consolidated  Car  Fender  Co. 

St.  Louis  Car  Co. 

Star  Brass  Works 

Wood   Co..   Chas.   N. 

Fibre    and    Fibre   Tubing 

Westlnghouse  E.  &  M.  Co. 

Field  Coils   (See  Coils) 

Floodlights 

Elec.  Service  Supplies  Co. 
General   Electric  <Jo. 

Floor.  Sub 
Haskelite  Mfg.  Corp. 

Floors 

Haskelite  Mfg.  Corp. 

Forgings 
Brill  Co..  The  J.  G. 
Cincinnati    Car  Co. 
Standard  Steel  Works  Co. 

Frogs  &  Crossings,  Tee  RaU 

Bethlehem  Steel  Co. 
Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Frogs.  Track   (See  Traek 
Work) 

(Continued  on  page  60) 


December  3, 1927 


ELECTRIC  RAILWAY  JOURNAL 


49 


g.ii.1 


"The  Standard  for  Rubber  Insulation"  |  | 

INSULATED  WIRES    I  I 

and  CABLES  f  | 

"Okonite,""Manson,"  and  Dundee  "A"  "B"  Tapes    |  | 


illllllllllllllUIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIUIIIIIIIIIIIIIII 

i  ELRECO  TUBULAR  POLES 


Send  for  Handbook  I 

The  Okonite  Company  | 

The  Okonite-Callender  Cable  Company,  Inc.  | 

Factories,  Passaic,  N.  J.                   Paterson,  N,  J.  | 

Sale*   Offlcei:     N»w  York     Cbicaeo     Fittsburgrh     St.  Lonla    Atluita  I 

Birmingham     San  Franciaco     Los  Anpeles     Seattle  = 

PettinseU-Andr«wi    Co.,    Boiton,    Mais.             ^'^C^AL/St,  1 

r.  D.  Lawrence  Electric  Co.,  Cincinnati,  0.        ^^fr^*^  = 

Novelty  Electric  Co.,  Phila.,  Pa.                 ^^lOi^Xk  = 

S                             0*n.    Rep.;    Engineering   Material!  Limited,    Montreal.  | 

i                                 C«t>an  Aep. :   Victor  0.   Mendoza  Co..   Havana.  I 
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THe  CNAMFERCD  JOINT 


COMBINE 


I    Lowest  Cost 

I    Least  Maintenance 


Lightest  Weight 
Greatest  Adaptability 


I  Cstalor  complete  with  enrineerlnr  data  lent  oo  requeit. 

I  ELECTRIC  RAILWAY  EQUIPMENT  CO. 

I  CINCINNATI.  OHIO 

I  Mew  York  Cit7.  30  Church  Street 

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The  DIFFERENTIAL  CAR 


Standard  on 
60  Railways  for 

Track  Maintenance 
Track  Construction 
Ash  Disposal 
Coal  Hauling 
Concrete  Materials 
Waste  Handling 
Excavated  Materials 
Hauling  Cross  Ties 
Snow  Disposal 

Uae  Theae  Labor  Savert 


AMELECTRIC  PRODUCTS 
BARE  COPPER  WIRE  AND  CABLE 


TROLLEY  WIRE 


WEATHERPROOF  WIRE 
AND  CABLE 


Rer.  n.  8.  Pat.  Office 


PAPER  INSULATED 
UNDERGROUND  CABLE 


Differential  Crane  Car 

Clark   Concrete   Breaker 

Differentia]  S-way  Auto  Truck  Body 

Differentia]  Car  Wheel  Truck  and   Tractor 


f      i 


I       THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O. 

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aiiuiniMiiiMiiiniiniuniiniiiiiMiiMiiiMiiMiiiniiiiirriiiiirinKiiiiiiiiMiuiiiiiiMiiiiiiHiiMiiiiJiiiiiMiiiiiiiiiiiiiiiuiiii(iiiriiiiiiiii[iiiii 

I  NADGLE  POLES 

WESTERN  £  NORTHEBM  CEDA~ 


NAUGJLE  POLE  ^  TIE  CO, 

59  ,E.  MADISON  ST.    CHICAGO  ILL. 

Sen'York-  Columbus  •  Kmisas  Ciiv  •  Spokane  •  V^ncoui'er  •  Boslof 


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MAGNET  WIRE 

AMERICAN  ELECTRICAL  WORKS 
PHILLIPSDALE,  R.  I. 


Chicago,    20-32    West   Randolph    Street. 
Cincinnati,   Traction  Bldg. :   New  Tork.    100   E.   ISnd  BL 


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ciiiiiiiiiiiiiiiiiniiiiiiiiiiniiiniiiiiiriiiiiiitiiiniiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiliiiiiniiiiiiniiiiiiiiiniiniiiiiilliiiiiiiiiniiiiiinitiiii!; 


Chapman 

Automatic  Signals 

Charles  N.  Wood  Co.,  Boston 


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GOLD 


CAR  HEATING  8C  LIGHTING  CO.    | 
220  36th  St.,  Brooklyn,  N.  Y.  | 


^iiiriiiiiiiiiiiiriiiiriiiiiiii)itriiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiT(iiiiiiinitiiiiiiiMiiiiiiiiiiiitiiiiiiitii)iiiiiii)iiiiiiiiiiiiiiiiiiimiiii^ 

CREOSOTED 

Raiiroad  Cross-ties;  Switch-ties;  Bridge  Tim-  | 

bers;  Construction  Timbers;  Mine  Timbers,  | 

Lumber;  Piling;  Poles;  Posts  and  other  | 

Forest  Products  = 

FPrettumon  ct  Sons  I 

Wood   Pieyevv'ing    Plani-  i 

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J 


ELECTRIC  HEATERS 
THERMOSTAT   CONTROL— VENTILATORS 


WITH    OPEN    COIL   OR 
ENCLOSED  ELEIVIENTS 


WRITE  FOR  NEW  CATALOGUE 


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Repetition 


IS 


Reputation 


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NACHOD  &  UNITED  STATES 
SIGNAL  CO,  INC 

LOUISVILLE.KY. 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 
HIGHWAY  CROSSING  SIGNALS 

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SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD      I 


JM.  JJL  and  COMPA.NY 


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Trade  Mark  Ueg.  U.  S.  Pat.  Off.  = 

=     Made  of  extra  quality   stock   firmly   braided  and  smoothly  finished     i 
=  Carefnlly  inspected   and   guaranteed   free   from   flaws.  i 

=  Samples    and    information    rladly    sent.  | 

I         SAMSON  CORDAGE  WORKS,  BOSTON,  MASS.         | 

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50 


ELECTRIC  RAILWAY  JOURNAL 


December  3,  1927 


Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinsrhouse  E.  &  M.  Co. 

FarnaceH,    Electric,   Steel 
Melting 

American  Bridge  Co. 

Fnses  and  Fnse  Boxes 

Columbia  Machine  Workfl 
Consolidated  Car  Heat.   Co 
General  Electric  Co. 
Westinghouse  B.  &  M.  i^o. 

Gaskets  ^      _ 

Weslinghouse  Tr.  Br.  Co. 

Gas-Electric  DrTve  for  Buses 

General   Electric   Co. 

Gas  Producers 
Westinghouse  E.  &  M.  Co. 

Gasoline 

Texas  Company 

Gates,  Car 

Brill  Co..  The  J.  O. 
Cincinnati  Car  Co. 
St.  Louia  Car  Co. 

Gear   Blanks 

Brill  Co..   The  J.  G. 
Standard  Steel  Works  Co. 

Gear  Cases 
Chillineworth   Mfgr.   Co. 
Columbia   Machine    Works 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 

Gears  and  Finiong 

Bemia  Car  Truck  Co. 
Columbia   Machine    Worka 
Elec.  Service  Supplies  Co. 
General   Electric  Co. 
Nat'l   Ry.   Appliance   Co. 

Generators 

General   Electric  Co. 
Westingrhouae  E.  &  M.  Co. 

Girder   Balls 

Bethlehem  Steel  Co. 
Lorain   Steel   Co. 

Gon^s  <See  Bells  and  Gonss) 

Greases     (See    Lubricants) 

Texas  Company 

Grinders  &  Grinding  Supplies 

Railway  Track-work  Co. 

Grinders,    Portable    Electric 
Railway  Track-work  Co. 

Grinders,    Portable 
Railway  Track-work  Co, 

Grinding  Bricks   and  Wheels 
Railway  Track-work  Co. 

Guard  Rail  Clamps 

Ramapo   Ajax  Corp. 

Guard    Rails,    Tee    Rail    and 
Manganese 

Ramapo   Ajax   Corp. 
Wm.  Wharton.  Jr.  &  Co. 

Guards,  Trolley 

Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Harps,  Trolley 

Columbia   Machine   Works 
Elec,  Service  Supplies  Co. 
General   Electric  Co. 
National    Bearings    Corp. 
Nultall  Co.,  R.  D. 
Star  Brass  Works 

Headlights 

Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio   Brass   Co. 
St.  Louis  Car  Co. 

Headlining 
Columbia  Machine   Works 
Haskelite   Mfg.   Corp. 
Pantasote    Co.,    Inc. 

Heaters.    Bus 
Nichols-Lintern    Co. 

Beaters,    Car    (Electric) 

Consolidated   Car   Heat.   Co. 
Gold  Car  Heat.    &  Ltg.  Co. 
Railway    Utility    Co. 
Smith  Heater  Co..  Peter 

Heaters,    Car,    Hot    Air    and 
Water 

Smith   Heater  Co..   Peter 

Heaters,  Car.  Stove 
Smith    Heater  Co..   Peter 

Helmets,   Welding 

Railway    Track-work     Co, 
Una  Welding  &  Bonding  Co. 

Hoists  and  Lifts 
Columbia  Machine  Works 

Hose,   Bridges 

Ohio  Brass  Co. 
Hose,  Pneumatic 

Westinghouse  Tr.   Br.  Co. 
Ice  Cutters 

Gifford-W^ood  Co.,  The 


Instruments,  Measuring,  Test- 
ing and   Recording 

American  Steel  &  Wire  Co. 
General   Electric  co. 
Westinghouse  E.  &  M.  Co. 

Insulating   Cloth,   Paper   and 

Tape 
General  Electric  Co. 
Irvington  Varnish  &  Ins.  Co. 
Mica  Insulator  Co. 
Okonite  Co. 
Okonite-Callender  Cable  Co. 

Inc. 
Westinghouse  E.  &  M.  Co. 

Insulating  Machinery 
Amer.   Ins.  Machinery  Co. 

Insulating  Silk 
Irvington  Varnish  &  Ins.  Co. 

Insulating   Tarnishes 

Irvington  Varnish  and 
Insulating  Co. 

Insulation    (See  also  Paints) 

Electric  Ry.  Equipment  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Irvington  Varnish  &  Ins.  Co. 
Mica  Insulator  Co. 
Okonite   Co. 
Okonite-Callender  Cable  Co. 

Inc. 
Westinghouse  E.  &  M.  Co. 

Insulation   Slot 
Irvington  Varnish  &  Ins.  Co. 

Insulator    Pins 
Elec.  Service  Supplies  Co. 
Hubbard   &  Co. 
Ohio  Brass  Co. 

Insulators    (See  also  Line 
Materials) 

Electric  Ry,  Equipment  Co. 
Elec.   Service  Supplies  Co. 
General  Electric  Co. 
Irvington  Varnish  &  Ins.  Co. 
Ohio   Brass   Co. 
Westinghouse  E.  &  M.  Co. 
Interior   Side   Linings 
Haskelite  Mfg.  Corp. 

Interurban  Cars 

(See    Cars,    Passenger, 
Freight,  Express,  etc.) 

Jacks    (See   also    Hoists   and 

Lifts) 
Columbia   Machine   Works 
Elec.  Service  Supplies  Co. 

Journal   Boxes 

Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
St.  Louis  Car  Co. 

Lamps,  Guards  and  Fixtures 

Elec.  Service  Supplies  Co. 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Lamps,    Arc    &    Incandescent 
(See   also    Headlights) 
Genera!   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Lamps,  Signal  and   Marker 

Elec.  Service  Supplies  Co. 
Nichols-Lintern    Co. 

Lanterns,  Classification 

Nichols-Linlern  Co. 

Letter  Boards 

Cincinnati  Car  Co. 
Haskelite  Mfg.  Corp. 

Lighting    Fixtures,    Interior 

Electric  Service  Supplies  Co. 

Lightning    Protection 

Elec.  Service  Supplies  Co. 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Line   Material    (See   also 
Brackets.  Insulators, 
Wires,  etc.) 

Electric  Ry.  Equipment  Co. 

Elec.  Service  Supplies  Co. 

General   Electric  (io. 

Hubbard  &  Co. 

National    Bearings    Corp. 

Ohio  Brass  Co. 

Westinghouse  E.  &  M.  Co. 
Locking  Spring  Boxes 

Wm.   Wharton.   Jr.   &  Co. 

Locomotives,  Electric 

Cincinnati  Car  Co. 
Cummings  Car  &  Coach  Co. 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Lubricating  Engineers 
Universal  Lubricating  Co. 

Lubricants.  0!1  and  Grease 

Texas  Company 
Universal    Lubricating  Co. 

Lumber     (See     Poles,     Ties, 

etc.) 
Machinery,  Insulating 

American    Insulating    Ma- 
chinery Co. 

Manganese  Parts 
Bemis  Car  Truck  Co. 


Manganese  Steel  Gn^d  Balls 

Ramapo   Ajax   Corp. 

Wm.  Wharton.  Jr.  &  Co- 
Manganese  Steel,  Special 
Track    Work 

Bethlehem  Steel  Co. 

Wm.  Wharton.  Jr.  &  Co. 
Manganese  Steel  SwitcheSf 
Frogs   &   Crossings 

Bethlehem   Steel  Co. 

Ramapo  Ajax  Corp. 

Wm.  Wharton,  Jr.  &  Co. 
Mica 

Mica  Insulator  Co. 

Mirrors,  Inside  and  Outside 
Cincinnati  Car  Co. 

Motors,  Generators,   &  Con- 
trols for  Gax  Electric  Buses 

General   Electric   Co. 

Motor  Buses    (See  Buses) 

Motorman's  Seats 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Elec.  Service  Supplies  Co. 
St.  Louis  Car  Co. 
Wood  Co..  Chas.  N. 

Motors,  Electric 

General   Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Nuts  and  Bolts 

Bemis  Car  Truck  Co. 

Cincinnati   Car   Co. 

Hubbard  &  Co. 
Oils   (See  Lubricants) 

Texas  Company 

Oxyacetylene — See  Cattini; 
Apparatus 

Oxygen 

International  Oxygen  Co. 

Packing 

Westinghouse  Tr.  Brake  Co. 
Paints  and  Varnishes    (Insu- 
lating) 
Electric  Service  Supplies  Co. 
Irvington  Varnish  &  Ins.  Co. 

Paints  and  Varnishes, 
Railway 

Dixon   Crucible  Co. 
Nat'l  Ry,  Appliance  Co. 
Pickups,  Trolley  Wire 
Elec.    Service   Supplies  Co. 
Ohio  Brass  Co. 

Pinion   Pullers 

Elec.   Service   Supplies  Co. 
Wood  Co.,  Chas.  N. 

Pinions    (See  Gears) 

Pins,    Case    Hardened,    Wood 
and  Iron 
Bemis  Car  Truck  Co. 
Ohio   Brass  Co. 
Westinghouse  Tr.  Brake  Co. 

Pipe    Fittings 
Standard  Steel  Works  Co. 
Westinghouse  Tr.  Brake  Co. 

Planers   (See  MachTne  Tools) 

Plates  for  Tee  Rail  Switches 

Ramapo  Ajax  Corp. 

Pliers,    Rubber    Insulated 

Elec.  Service  Sup-   Co. 

Plywood,  Roofs.  Headllnings, 
Floors,    Interior   I'anels, 
Bulkheads,   Truss    Planks 
Haskelite  Mfg.  Corp. 

Pole  Line  Hardware 

Bethlehem  Steel  Co. 
Elec.  Service  Supplies  Co. 
General   Electric  Co. 
Ohio  Brass  Co. 

Pole    Reinforcing 
Hubbard  &  Co. 

Poles,  Metal  Street 

Bates  Expanded  Street 

Truss  Co. 
Elec.  Ry.  Equipment  Co. 
Hubbard  &  Co. 

Poles,  Ties,  Posts.  Piling  & 
Lumber 

Bell    Lumber    Co. 
International    Creosaoting  Co. 
Naugle   Pole  &  Tie  Co. 
Pretlyman    &    Sons.    J.    F. 

Poles  &  Ties  Treated 
International    Creosotlng  Co. 
Bell    Lumber    Co . 

Poles,   Trolley 

Elec.  Service  Supplies  Co. 
National  Tube  Co. 
Nuttall  Co.,  R.  D. 

Poles,  Tubular  Steel 

Elec.    Ry.   Equipment  Co. 
Elec.   Service   Supplies   C!o. 
National  Tube  Co. 

Potheads 

Okonite-Callender  Cable  Co.. 

Okonite  Co. 
Power    Houses 

American  Bridge  Co. 


Power   Saving   Devices 

National  Ry.  Appliance  Co. 
Pressings,  Special  Steel 

Cincinnati  Car  Co. 
Pressure  Regulators 

General   Electric  Co. 

Westinghouse  E.  &  M.  Co. 

Westinghouse  Tr.  Brake  Co. 
Punches,  Ticket 

International    Register  Co. 

Wood  Co..  Chas.  N, 
Rail  Braces  &  Fastenings 

Ramapo  Ajax   Corp.    , 
Rail  Grinders  (See  Grinders) 
Rail   Joints 

Carnegie  Steel  Co. 
Rail  Joints.  Welded 

Lorain  Steel   Co. 

Rail    Welding 
Railway   Track-work  Co. 
Una  Welding  &  Bonding  Co. 

Rails.   Steel 

Carnegie  Steel  Co, 
Electric   Equipment   Co. 

Railway    Safety    Switches 

Consolidated   Car  Heat.   Co. 
Westinghouse  E.  &  M.  Co. 

Railway    Welding    (See 
Welding    Processes ) 

Rattan 

Brill    Co..    The   J.   G. 
Cummings  Car  &  Coach  Co. 
Elec.    Service    Supplies    Co. 
Hale-Kilburn    Co. 
St.  Louis  Car  Co. 

Registers   and    Fittings 

Brill  Co.,  The  J.  G. 
Cincinnati   Car  Co. 
Elec.  Service  Supplies  Co. 
International  Register  Co. 
Ohmer  Fare  Register  Co. 
St.  Louis  Car  Co. 

Reinforcement,    Concrete 

Amer.  Steel   &  Wire  Co. 
Bethlehem   Steel  Co. 
Carnegie  Steel  Co. 

Repair  Shop  Appliances  (See 
also  Cnil  Banding  and 
Winding   Machines) 
Elec.  Service  Supplies  Co. 
Repair  Work    (See  also 
Coils) 
Westinghouse  E.  &  M.  Co. 

Replacers,  Car 

Cincinnati  Car  Co. 

Elec.  Service  Supplies  Co. 

Resistance,  Wire  and  Tube 
Westinghouse  E.  &  M.  Co. 

Resistances 
Consolidated  Car  Heat.  Co. 

General   Electric   Co. 

Retrievers.   Trolley    (See 
Catchers   and    Retrievers, 
Trolley) 

Rheostats 

General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Roofing,  Car 

Haskelite  Mfg.  Corp. 
Pantasote  Co.,  Inc. 

Roofs.  Car  and  Bus 

Haskelite  Mfg.  Corp. 

Sanders,  Track 

Brill  Co..  The  J.  G. 
Elec.   "'^rvice  Supplies  Co. 
Nichois-Lintern    Co. 
Ohio  Brass  Co. 
St.  Louis  Car  Co. 

Sash  Fixtures,  Car 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
St.  Louis  Car  Co. 

Sash   Metal   Car  Window 

Hale-Kilburn  Co. 
Scrapers,   Track    (See   Clean- 
ers  and   Scrapers.  Track) 
Screw  Drivers.  Rubber 
Insulated 
Elec.  Service  Supplies  Co. 

Seating  Materials 

Brill  Co..  The  J.  G. 

Haskelite  Mfg.  Corp. 

Pantasote  Co.,  Inc.,  The 

St.  Louis  Car  Co. 
Seats,  Bus 

Brill  Co..  The  J.  G. 

Hale-Kilburn  Co. 

St.  Louis  Car  Co, 

Seats.  Car  (See  also  Rattan) 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Hale-Kilburn  Co. 
St.  Louis  Car  Co. 
Second    Hand   Equipment 
Electric   Equipment   Co. 
Hyman    Michaels    Co. 

Shades,  Vestibule 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 


Shovels 

Brill  Co..  The  J.  Q. 
Hubbard  &  Co. 

Shovels,  Power 
Brill   Co..   The  J.  G. 

Signals.   Car   Starting 

Consolidated  Car  Heating 
Co. 
Elec.  Service  Supplies  Co, 
National    Pneumatic    Co. 

Signal  Systems.  Block 
Elec.  Service  Supplies  Co. 
Nachotl   and  U.   S.  Signal 

Co..  Inc. 
Union  Switch  &  Signal  Co> 
Wood  Co..  Chas.  N. 

Signal  Systems,  Highway 

Crossing 
Nachod  and  U.  S.  Signal 

Co..  Inc. 
Wood  Co.,  Chas.  N. 

Slack  Adjusters    (See  Brake 

Adjusters) 

Sleet  li^lieelB  and  Cutters 

Anderson    Mfg,    Co., 

A.  &  J.  M. 
Cincinnati  Car  Co. 
Columbia  Machine  Works 
Elec,  Ry.  Equipment  Co. 
Elec.  Service  Supplies  Cto. 
National    Bearings    Corp. 
Nuttall  Co..  R.  D. 

Smokestacks,   Car 

Nichois-Lintern  Co. 

Snow-Plows,  Sweepers  and 
Brooms 
Brill  Co..  The  J.  G. 
Columbia  Machine  Works 
Consolidated  Car  Fender  Co. 
Cummiiitrs  Car  &  Coach  Co. 
St,  Louis  Car  Co. 

Soldering  and  Brazing  (See 
Welding     Processes     and 

Apparatus) 

Special  Adhesive  Papers 
Irvington    Varnish    &    Ina. 
Co. 

Special  Trackwork 

Bethlehem  Steel  Co. 
L<irain   Steel   Co..  The 
Wm.  Wharton.  Jr.  &  Co. 

Spikes 
Amer.  Steel  &  Wire  Co. 

Splicing  Compounds 
Westinghouse  E.  &  M.  Co. 

Splicing  Sleeves  (See  Clamp* 
and  Connectors) 

Springs,  Car  and  Truck 

American  Steel  &  Wire  Co,. 
American  Steel  Foundries 
Bemis   Car   Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
St.  Louis  Car  Co. 
Standard  Steel  Works  Co. 

Sprinklers,  Track  and  Road 

Brill  Co..  The  J.  G. 
Cummine-p  Car  &  Coach  Co,. 
St.  Louis  Car  Co. 

Steel  and  Steel  Products 
American  Steel  &  Wire  Co. 
Carnegie  Steel  Co. 

Steps.  Car 
Brill  Co..  The  J,  G. 
Cincinnati   Car  Co. 

Stokers,  Mechanical 
Babcock  &  Wilcox  Co. 
Westinghouse  E,  &  M.  Co. 

Stop  Signals 
Nichois-Lintern  Co. 

Storage  Batteries  (See  Bat» 
teries.  Storage) 

Strain,  Insulators 

Anderson    Mfg.    Co.. 

A.  &  J.  M. 
Electric  Service  Supplies  Co- 
General   Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  H.  Co. 

Strand 

American  Steel  &  Wire  Co, 
Roebling's  Sons  Co.,  J.  A. 

Street  Cars,  Passenger  (See 
Cars.  Passenger,  Freight, 
Express,  etc.) 

Superheaters 
Babcock  &  Wilcox  Co. 

Sweepers,    Snow    (See   Snow 
Plows,    Sweepers    and 
Brooms) 

Switch   Stands   and  Flxtoree 

Ramapo   Ajax  Corp. 

Switches 

General   Electric  Co. 

Switches,  Selector 

Nichois-Lintern  Co. 
(Continued  on  page  52). 


December  3, 1927  ELECTRIC  RAILWAY  JOURNAL 

aiiiiiiinimiiirriinriiiiuiiMiiiiimiNiiiMiiniinimimiiiiiiiiiiiiimimiiiiiiiiriMiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiuijimiiiiiiiiiiiiriig     gjiiiiii;iMiimniiiiiiiiirriiiiiiiii 

Send        I   I 
Today      | 

for  our  I 

Publication  on  | 

Safety  | 

and  I 

Efficiency  i 

in   Electric  | 

^    Railway  | 

Signals  and  | 

Crossing  I 


51 


lilllilimiriil .iiiiiiililillllliriiiMlllllii iliiiilll liiiii^ 


Don't 

Take 

Cars  Out 

Of    Service 

To  Turn 

Worn 

Wheels 


I       American  Insulating  Machinery  Co.,  Inc.       | 

I  521    Huntingdon   St.,   Philadelphia,   Fa.  | 

3iniiiiiiiiiiiiiiimiiiiiiniiiiiiiiiiiiiiiiiiiiiiMiniiiiiiiiiiiiiiiriiiriiiiiiiiiitiiiiiiiiriiniiiiiiiiiiiiiiimiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiijI 

niiiniiiJiiiijiiiiiiiii iiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiijiiiiimiiiiiiiiiiiiiiiiiiiiriijiiijiiiiiiMiiiiiiiiJiiimiiiiiiiHiHiiiiiiiiiiiiiiuiiiniiiiPj      „ iiiiiiiiiiiiiiiniiiiiiitiiiiiiiiiiniiiiiiiiiiiiiimiiiiiniiiiiiiiiiiiiiiiiiniiiiimiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiii 


THE  WHEEL  TRUING  BRAKE  SHOE  does  the  work 
_  while  your  car  is  in  service.     Don't  jeopardize  your 

I       schedules   by  excessive  pull-ins  owing  to   wheel  troubles.  | 

I       Use  Wheel  Truing  Brake  Shoes  and  keep  the  maximum  | 

I       equipment  in  service.     They  save  time,  labor  and  money.  | 

I                                WHEEL  TRUING  BRAKE  SHOE  CO.  | 

=                                                            Detroit,  Mich.  3 

I  i 
.'iiiiiiiuuiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiii'iiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiuiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiir 


>'iinillliiiiiiiiillllliiiiliriiiiiiiiiiiMiilMiiiiiiiiiMl  rriiiiilliiiriiliiiiiriiiliriuiiiiirllillilrliiriiitllitlllllllllllllllinillllllillllllllllllllllllini 
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'BELL- 


NORTHERN  .»-■»-—■—  WESTERN 

CEDAR   POLES 


BUTT  TREATING 
ALL  GRADES 


TIES 


BELL   LUMBER   CO.,  Minneapolis,  Minn. 


J 


'jitimMiirMiiiiiiiiiMiiiiiiiiiiimiiiiiiiiiiMimiiiiiiiiniiumiMiiriiiniiriimiMUMiiMiiMirriiMiiMiiMuniriimninrMiMiiiniiiiMim^ 
amiiiiuiiiiiiHiiiiiiiMiniiiiiniriiiiinriiiiiiiiiiKiiiMiiriiiiinMniiniiiiMnMiiiiiiiniiiitiUMiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiii'i: 

i  INDUSTRIAL    GASES  I 


I    ACETYLENE 
I    OXYGEN 


v 

i 

r 

■^ 

k   ^^1 

<1 

Y 

s 

X 

E  >yi 

A 

•  ~ 

^p 

•  ^^M^ 

hydrogen 
nitrogen 


ELECTRICAL  WIRES  and  CABLES 
John A.Roebling's  Sons  Co.,  Trenton. N.J. 


I 


Kalamazoo  Trolley  Wheels 

i  The  value  of  Kalamazoo  Trolley 

I  Wheels    and    Harps    has    been 

I  demonstrated  by  large  and  small 

I  electric    railway    systems    for    a 

I  period    of   thirty   years.     Being 

I  exclusive     manufacturers,     with 

i  no  other  lines  to  maintain,  it  is 

I  through  the  high  quality  of  our 

I  product  that  we  merit  the  large 

I  patronage  we  now  enjoy.    With 

I  the   assurance  that  you  pay   no 

I  premium    for    quality    we    will 

I  appreciate   your   inquiries. 

I  THE  STAR  BRASS  WORKS 

I  KALAMAZOO,  MICH.,  U.  S.  A. 

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I  i 


=    Quick   Bbipment   and  low  prices  also  on   cylinders,   valves.   torcheB, 
i    regulators  and  supplies. 

I    International    Oxygen    Co.,    Main    Offices:    Newark,    N,    J. 

i     Branches:  New  York  Pittsburgh  Toledo 

^iiuiiniiniiiiiiiiiiiiiiiiniitiiiiiiiiintiiitiiinniiiiiiiniiiiiiniiiiiiiiiiiimtiiiiiifiiiiiiitMiiiiiiiiniiiiriiiiiiiiuiMiiiiriiiiiiiMitiiiiiiniiirir 


^illtiiHiiiiiiitilliliiliiMiiiillliiiriiiiiii>iiirMiriiiiiiliill{tll}iliriiiriiiiiiiiiiiriiiiiiiiiiiiiitiliuiiiiriiiiiiiMiirriMiiiiiiMiiiiiMiiiiiiMiiMui'.j 


/h. 


RodfWire  and  Cahle  Products 


AnA^COFIDA  anaconda  copper  mining  company 

ftom mjn. to <o.if u™r       THE    AMERICAN    BRASS     COMPANY 


mine  to  consul 


General  Offices 


25  Broadway,  Niw  York 


ANACONDA  TROLLEY  WIRE 


T)lllllllllllinil(llllllllllllllllllllllllllllI1IIIIIINIIIIIIllllllllMllllllllllllllIHIIIII[l1IIIIIIIIIIIIIlll1ltlllMlltllllllllllllllll1irillllllMlltllllllirr 

aniiiiiiiiiiitiiiiiiiiniiiiiiiiiiitiiiiiiiiiiiiMiiiiiiiiiiiMiiiiiiiiiiiiiniiiiiiiiiiiiiiiiMiiiiiiiiiiiiiniiniiiiiiiiiiiiiiiriiiiiiiMiiiiJiiiniuiiiiiiiMi; 

I       H  B  LIFE  GUARDS 

PROVIDENCE  FENDERS  | 

Manufactured  bj/  1 

CONBOLIDATBD    CaR   FbNDBR   CO.,    PrOVIDBNCB,    R.    I.  | 

Greneral  Sales  Ag'ents  = 

I  WENDELL   &  MacDUFFIE   CO..   110   E.    4J5nd  St..   N.  T.   C.  I 

fiiriiHtiinMirniitmririiimimmnimiiMiimiriiiiriiiuiiiiiiiiniriiMiiiMiinimiiniitiimiMiiriiiriMiiiiiniiinitiiMiimirMtim 


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STUCKI 

SIDE 

BEARINGS 

A.  STUCKI  CO. 

Oliver  BldK. 
Pittsburgh,     Pa 

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^iiiiiniiiiiiiiiiuHiiiniiniiiiiijiiiiiiiiiiiiiiiiiMiiMijiiiiiiiiiiiiiiniiniiiiiiiiiniiniiiiiuiiiiiiiiiiiiiiiMijiiniiiiiiuiiiiiniiiiiiillDlirilliii 
iiiiiiiJiiiiiiiiiuiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiJiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiJiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiuiiiiiiiir 

I  Efficient  Bus  Heating 

I  with 

The  N-L  Venti-Duct  Heater 

I  THE  NICHOLS-LINTERN  CO. 

i  7960  Lorain  Ave.  Cleveland,  Ohio 

^iiiiiiinifiiininiiiiiiiiiii niiirniriiiniiiMiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiJiiiiriijiiirriiiiiiiiiiiiiiHiiiniiiiiiriiiiiiiiiiiiiiiiiiiiiniri: 

m Ill mil I iiiiiiiiiiiiiiiiiiiiiiiiiiiuiiJiiiniii iiiiiiiiiiii iiiiiiiiiiiiiiiiiniimiiiiiiiiiii nil iiiiH 

CHILLINGWORTH  | 

One -Piece  Gear  Cases        j 

Seamless — RlTetless — Light     Weight       E 

Best  tor  Service  —  Dnrabllity  and       = 

Economy.    Write  Ub.  S 

Chillingworth  Mfg.  Co.       | 

Jersey  City,  N.  J.  | 

%iiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiMmii iimiiniiiiin iiiii iimiimiiii i niiiiiniiiriiiiiiiMiiiiiiiiiii^ 

fiiiiiriiiiiiniiiiiiiiiniiiiiiiiiiiiiiiliiitiiiii iiiiii iiiiiiiiiiiiiiinuiiiiiiiiii mimiiim i iiiitiiiiiiiniiiiimiiiniiM 


miXnURN.  NEW  YORK  <- 
NIAGARA  FAllii,  N,V. 
CHICAGO.  ILLINOIS 
.EAST  ST.  LOU  IS.  ILL 
Pl>EbLO,  COLORADO 
SIIPKRIOH.WISCONSIN 
LOS  ANOELtS.  CAI 
NIAGARA  FALI..S.ONT. 


RAMAPO  AUTOMATIC 
RETURN  SWITCH  STANDS 
FOR  PASSING   SIDINGS 

TEE  RAIL  SPECIAX  WORK 

(MANGANESE  WORK  A  SPECIALTY 

SALES  OFFICES  AT  ALL  WORKS 
..MjiM  O/Vic-e.  lULLmJRN,  N.Y. 


jniiiiiiMnMUiiMiitiirmnitiiiiHniiniiitiininMniiMiniiiMiHiiiiiiMiiiiniiitiiiiiiiiiiiiiniiiiiiiiiiiiitiiiiiiriiiiiimintHiitinntmiiiiii 


52 


ELECTRIC  RAILWAY  JOURNAL 


December  3, 1927 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  50 


Switches  and  Switchboards 
Consolidated  Car  Heatins 

Co.  ,.       _ 

Elec.  Service  Supplies  Co. 
Westinshouse  E.  &  M.  Co. 

Switches,  Tee  Rail 

Ramapo  Ajax  Corp. 

Switches,  Track  (See  Track 
Special   Work) 

Tampers,  Tie 

Railway  Track-work  Co. 

Tapes  and  Cloths  (See  Insa- 
lating   Cloth,   Faper   and 

Tape) 

Tee  Rail  Special  Track  Work 
Ramapo  Ajax  Corp. 

Telephone  and  Telegraph 
n'Ire 

American  Steel  &  Wire  Co. 
J.  A.  Roeblin&'s  Sons  Co, 

Telephones  and  Farts 

Elec.   Service   Supplies  Co- 

Testing  Instrnments  (See  In- 
struments, Electrical  Meas- 
uring, Testing,  etc.) 

Thermostats 

Consolidated  Car  Heating 

Co. 
Gold  Car  Heat.  &  Ltg.  Co. 
Railway  Utility  Co. 
Smith  Heater  Co..  Peter 

Ticket   Choppers   and   De- 
stroyers 

Elec.   Service  Supplias   Co. 

Ties,    Mechanical 

Dayton  Mechanical  Tie  Co. 
Ties  and  Tie  Roris,  Steel 
American  Bridge  Co. 
Carnegie  Steel  Co. 
International  Steel  Tie  Co. 

Ties,  Wood  Cross  (See  Poles, 
Ties,  Posts,  etc.) 

Tires 

Firestone    Tire    &    Rubber 

Co. 
Goodrich  Tire  &  Rubber  Co, 


Tongue    Switches 
Wm.  Wharton.  Jr.  &  Co. 

Tools,  Track  &  Miscella- 
neous 

Amer.  Steel  &  Wire  Co. 
Columbia  Machine  Works 
Elec.  Service  Supplies  Co. 
Hubbard  &  Co. 
Railway  Track-work  Co. 

Towers    and    Transmission 

Structures 
Bates  Expanded  Steel  Truss 

Co. 
Westlngbouse  E.  &  M.  Co. 

Track  Grinders 
Railway  Track-work  Co. 
Ramapo  Ajax  Corp 

Track,  Special   Work 
Columbia  Machine  Works 
Ramapo  Ajax  Corp. 

Tracklras  Trolley  Cars 

Brill  Co..  The  J.  G. 
St.  Louis  Car  Co. 

Transfer  Issuing  Machines 
Ohmer  Fare  Regi-sler  Co. 

Transfer  Tables 
American  Bridge  Co. 

Transformers 
General  Electric  Co. 
Westlngbouse  E.  &  M.  Co. 

Transmission  Towers  & 
StruefurcH 

American  Bridge  Co, 

Treads,  Safety  Stair  Car 
Steps 

Cincinnati  Car  Co. 

Tree  Wire 

Okonite  Callender  Cabla  Co. 
Okonite  Co. 

Trolley  Bases 

Ohio   Brass   Co. 
National    Bearings    Corp. 
Nuttall  Co.,    R,   D, 
Westinghouse  E.  &  M.  Co. 

Trolley   Bases,   Retrieving 

Nuttall  Co..   R.  D. 


Trolley   Buses 

Brill  Co.,   The  J.  G. 
General  Electric  Co. 

Trolley  Material,  Overhead 

Anderson    Mfg.    Co.. 
A.   &  J.  M. 

Elec.    Servic.e    Supplies    Co. 

General   Electric   Co. 

National     Bearings    Corp. 

Ohio  Brass  Co. 

Westinghouse  E.  &  H.  Co. 
Trolley  Wheels   (See  Wheels, 

Trolley) 
Trolley   Wheel    Bushings 

National     Bearings    Corp. 

Star  Brass  Works 
Trolley  Wire 

American  Brass  Co. 

Amer    Electrical   Works 

Amer.  Steel  &  Wire  Co. 

Anaconda  Copper  Min.  Co. 

Roebling's  Sons  Co.,  J.  ▲. 
Trucks,  Car 

Bemis  Car  Truck  Co. 

Brill  Co..   The  J.  G. 

Cincinnati  Car  Co. 

Cummings  Car  &  Coach  Co. 

St.  Louis  Car  Co. 
Truss  Planks 

Haskelite  Mfg.  Corp. 

National   Tube   Co. 

Tubing,  Yellow  &  Black 
Flexible    Varnishes 

Irvington    Varnish   &  Ina. 
Co. 
Turbines,  Steam 

General  Electric  Co. 

Westlngbouse  E.  &  M.  Co. 
Turnstiles 

Elec,  Service  Supplies  Co. 

Perey  Mfg.  Co.,  Inc. 
Turntables 

Elec.  Service  Supplies  Co. 

American  Bridge  Co. 

Valves 

Ohio   Brass  Co. 
Westinghouse  Tr.   Br.  Co. 
Tarnished   Papers   &   Silks 
Irvington  Varnish  &  Ins. 
Co'. 


Varnishes    (See  Paints,  etc.) 

Ventilators 

National  Ry.  Appliance  Co. 

St.  Louis  Car  Co. 
Ventilators,   Car 

Brill  Co..  The  J.  O. 

Cincinnati  Car  Co. 

Consolidated  Car  Heating 
Co. 

Nichols-Lintern  Co. 

Railway  Utility  Co. 

Vestibule   Linings 
Haskelite  Mfg.  Corp. 

Welded   Rail  Joints 

Lorain  Steel  Co. 
Railway  Trackwork   Co. 
Una  Welding  &  Bonding  Co. 

Welders,    Portable     Electric 

General   Electric   Co. 
(jhio  Brass  Co. 
Railway  Track-work  Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  £.  &  M.  Co. 

Welders,  Rail  Joint 

General    Electric   Co. 

Ohio  Brass  Co. 

Railway   Track-work  Co. 

Welding  &  Cutting  Tools 

International   Oxj-gen   Co. 

Welding  Processes  and 
.Apparatus 

Ohio  Brass  Co. 
Railway   Track-work   Co. 
Una  Welding  &  Bonding  Co. 
Westitighouse  E.  A  M.  Co. 

Welding   Steel 

Railway    Track-work    Co. 
Una  Welding  &  Bonding  Co. 

Welding   Wire 

American  Steel  &  Wire  Co. 
Railway  Track-work  Co. 
Roebling's  Sons  Co.,  J.  A. 
Welding  Wire  and  Rods 
Hallway  Track-work  Co. 

niieels.  Car,  Cast  Iron 
Ass'n    of    Mfrs.    of    Chilled 

Car  Wheels 
GrilBn  Wheel  Co. 


Wheels,    Car,    Steel    A    Steel 
Tired 

American   Steel  Foundries 

Bemis  Car  Truck  Co. 
Carnegie    Steel    Co. 
Standard  Steel   Work*  Co. 

Wheels,  Motor 

Motor   Wheel   Corp. 

Wheels,  Trolley 

Columbia  Machine  Works 
Elec.    Ry.    Equipment   Co. 
Elec.  Service  Supplies  Co.    . 
National    Bearings    Corp. 
Nuttall  Co..   R.   D. 
Star  Brass  Works 

Wheels,  Wrought  Steel 

Carnegie  Steel  Co. 

Wheel   Guards    (See  Fender* 
and  Wheel  Guards) 

Wheel  Grinders 
Wheel    Truing    Brake    Shoe 
Co. 

Wheel  Presses   (See  Uacblna 
Tools) 

Whistles,  Air 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 
Westinghouse  Traction 
Brake  Co. 

Window  Guards  and  Fittings 

Cincinnati  Car  Co. 

Wire  Rope 

American  Steel  &  Wire  Co. 
Roebling's   Sons  Co.,  J.  ▲. 

Wires  and  Cablet 

American  Brass  Co.,  The 
Amer.  Electrical  Works 
Amer.  Steel  &  Wire  Co. 
Anaconda    Copper     Mining 

Co. 
Eerite  Ins.  Wire  &  Cable  Co. 
OKonite  Co. 
Okonite-Callender  Cable  Co., 

Inc. 
Roebling's   Sons   Co.,   J.   A. 
Westinghouse  E.  &  "M.  Co. 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Page 
American  Appraisal  Co..  The ...   46 

American  Brass  Co.,  The 61 

American  Bridge  Co 46 

American  Car  Co 53 

American  Electrical  Works....  49 
American  Insulating  Machinery 

Co 5i 

American  Steel  &  Wire  Co 31 

American  Steel  Foundries 8 

Anaconda  Copper  Mining  Co.  .  .  .  51 
Anderson  Mfg.  Co..  A.  &  J.  M.  .  38 
Asso.  of  Mfrs.  Chilled  Car  Wheels.  30 

Babcock  &  Wilcox  Co 46 

Bates  Expanded  Steel  Truss  Co .  .  46 

Beeler  Organization 44 

Bell  Lumber  Co 51 

Bemis  Car  Truck  Co 28 

Bethlehem  Steel  Company 46 

Bibbins.  J.  Rowland 44 

Brill  Co.,  The  J.  G 53 

Buchanan  &  Layng  Corp 46 

Carnegie  Steel  Co 33 

Chillingworth   Mfg.   Co 61 

Cincinnati  Car  Co 14-16 

Cleveland  Fare  Box  Co 48 

Collier.  Inc.,  Barron  G 39 

Columbia  Machine   Works  &  M. 

I.  Co 42 

Consolidated  Car  Fender  Co.  .  .  .  51 

Consolidated  Car  Heating  Co ...  .  61 

Ciunmings  Car  &  Coach  Co 10 

Day  &  Zimmermann.  Inc 44 

Dayton  Mechanical  Tie   Co.. 

Insert  11-12 
Differential  Steel  Car  Co.,  The .  .  49 
Drum  &  Co..  A.  L 46 


Page 

Earn.  C.  L 38 

Electric    Equipment   Co 47 

Electric  Ry.  Equipment  Co....  41) 
Electric  Service  Supplies  Co ...  .      9 

Faile  &  Co..  E.  H 44' 

Firestone  Tire  &  Rublwr  Co.  .  .  .  27 

Ford,  Bacon  &  Davis 44 

"For  Sale'   Ads 47 

General  Electric  Co.  .20,  Back  Cover 

Gifford.Wood  Co 43 

Goodrich  Rubt»r  Co..  The  B.  F.  26 
Gold  Car  Heating  &  Ltg.  Co ...  .  49 
Griffin  Wheel  Co 40 

Hale-Kilburn    Co 24 

Haskelite  Mfg.  Corp 52 

Help    Wanted"    Ads 47 

Hemphill  &  Wells 44 

Hoist    Englehardt    W 44 

Hubbard   A  Co 49 

Hyman-Michaels   Co 47 

International   Creosoting  Co ...  .  35 

International  Oxygen  Co 51 

International    Register   Co 43 

International  Steel  Tie  Co.,  The.  7 
Irvington     Varnish     &    Insulator 

Co 45 

Jackson.  "Walter   44 

Jeandron.  W.  J 40 

Johnson  Fare  Box  Co 42 

Kelker.  DeLeuw  &  Co 44 

Keritc  Ins.  Wire  A  Cable  Co.  .  .  .  43 
Kuhlman    Car   Co 63 


Pago 

LeCarbone  Co 40 

Linn    &    Marshall,    Inc 44 

Lorain  Steel  Co 46 

McClellan  &  Junkersfeld 44 

McGovem,    Halsey    45 

Mica   Insulator  Co 43 

Morganite  Brush  Co.,  Inc 41 

Motor  Wheel  Corp Front  Cover 

ITachod  and  United  States  Signal 

Co..    Inc 49 

>7ational  Bearin^r  Metals  Corp...  40 

National    Brake    Co 23 

National  Pneumatic  Co IS 

National    Ry,    Appliance   Co....  46 

National   Tube   Co 32 

Naugle  Pole  &  Tie  Co 49 

Nichols-Lintern  Co.,  The 51 

Nuttall    Co.,    R.    D 38 

Oakite  Products.  Inc 42 

Ohio  Brass  Co S-6 

Ohmer  Fare  Register  Co 41 

Okonite-Callendar  Cable  Co..  Inc. 

The     49 

Okonite   Co.,  The 49 

Pantasnte   Co..    The 40 

Perey   Mfg.   Co..    Inc 45 

Portland  Cement  Asso 37 

Positions   Wanteii    and   Vacant..  47 

Prettyman  &  Sons,  J.  F 49 

Railway   Track-work   Co 4 

Railway    Utility    Co 52 

Ramaiio    Ajax   Corp 51 

Richey.    Albert    S 44 


Page 
Roebhng's  Sons  Co..  John  A...    51 
Russell.  Burlsall  &  Ward  Bolt  & 
Nut  Co 36 

St.  Louis  Car  Co 18-19 

Samson  Cordage  Works 49 

Sanderson  &  Porter 44 

Searchlight    Section    47 

Smith  Heater  Co..  Peter 45 

Standard  Steel  Works  Co 29 

Star  Brass  Works.  The 51 

Steubenvillc.    East    Liverpool    & 
Beaver   Valley    Traction    Co . .   4'7 

Stevens  &  Wood,  Inc 44 

Stone  &  Webster 44 

Stucki    Co,,    a; 51 

Texas  Co.,  The 24 

Una  Welding  &  Bonding  Co ... .    45 

Union  Switch   &  Signal  Co 16 

Universal  Lubricating  Co..  The..  45 

Virginia    Public   Service   Co ... .   47 

"Want"   Ads    47 

Wason    Mfg.    Co 53 

Westinghouse  Elec.  &  Mfg.  Co .  .  2 

Westinghouse  Traction  Brake  Co.  17 

Wharton.  Wm..  Jr.   &  Co..   Inc.  .  46 
"What    and    Where    to    Buj." 

48-50-53 

\Vheel  Truing  Brake  Shoe  Co .  .  .  51 

While  Eng.  Corp..  The  J.  G 44 

Wish  Service,  The  P.  Edw 45 

Wood  Co.,  Chas.  N 49 

Yellow  Truck   &   Coach   Co.. 

Insert  11-12-1,3-14 


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|yuuwA\(  I  ff  lUTy  f*oMPA 


CAR  COMFORT  WITH 

UTILITY 


HEATERS 

REGULATORS 

VENTILATORS 


«841-3247  Indiana  St,  Wrtte  tf  1328   Broadwaj     I 

Ohieaco,  ni.  Catalooue  New  York,  N.  T.    | 

nmiiiiiiittiiiitiiniiittiimiiiiiiiiuiniiiitiiittiiitiiiiiiiiiiiiiitiimitiiiuiiiitiniiiiitiiiifiiiiiiiniiiiiiiuimtiiiitiiiTijiiiiiiiiiiiiiiiiiiiir 


HASKELITE  ROOF 


Haskelite  Manufacturing  Corpoi^tion, 

133  West   Wa»hinKtoii  Street,  Chicago 


PLYMETLSIDE  PANELS 


'^iiiiirii iiiiiiiiiiiiiiiiiiiiiiriiiiiniiijriiniiniiiiiiiiniiiiiJiiiiiiiiiiiiiiiiiiriiiiriiiiiiiiMiiirmiiiiinmiiiiiiiiiiiiiiiuiiiiiiimJiiiiiiuiiii: 


December  3,  1927 


ELECTRIC  RAILWAY  JOURNAL 


Absolute 


SAFETY 


Design  and  equipment  of  Brill  1928 
Model  Car  forecast  safer  operation 


The  full  vision  windshield  at  each 
end  gives  the  operator  an  unob- 
structed view^  at  all  times,  thus 
assisting  him  in  evading  collisions 
with  both  vehicular  and  pedestrian 
traffic;  the  unusually  low  car  body 
minimizes  danger  to  both  boarding 
and  alighting  passengers;  complete 
automatic  safety  control  devices 
guarantee  a  safe  stop  when  the 
human  element  fails;  with  passen- 
gers entering  at  front  and  leaving 
at  rear,  and  thereby  constituting 
a  circulating  load,  the  dangers  of 
passengers'   injury   inside  the  car 


are  reduced;  interlocking  the  con- 
trol of  the  rear  treadle  door  opera- 
tion with  the  brakes,  making  it  im- 
possible to  open  the  doors  while 
the  car  is  in  motion  or  start  with 
the  doors  open,  also  safeguards  the 
public  from  injury. 

Then  again,  equipped  with  drum 
type  external  contracting  brakes 
arranged  for  equally  positive  op- 
eration regardless  of  passenger 
load,  the  Brill  1928  Model  Elec- 
tric Car  measures  up  to  the  highest 
standard  in  passenger  safety. 


|i  The  J.  G.  Brill  Company  || 


American   Car    Co. 

ST.    i_OUIS     rvio. 


C.C.  KUHLMAN  Car  Co.      —      Wason    Man  re  Co. 

Cl_e  VEU  AMC3.  OHIO.  SP^  •  NC  Fl  C  l_0.  M  ASS- 


ELECTRIC  RAILWAY  JOURNAL 


Grand  Rapids,  too, 

uses  G'E  Compressors 


The  27  new  rail  coaches  at  Grand  Rapids,  the 
acme  of  all  that  is  excellent  in  modern  mass  trans- 
portation, are  making  this  property  conspicuously 
successful.  These  cars  are  equipped  with  General 
Electric  CP-27  Compressors. 

Amply  proportioned  bearings  and  motor  parts  and 
an  ideal  system  of  lubrication  are  among  the 
features  responsible  for  the  exceptionally  fine  serv- 
ice records  which  G-E  compressors  are  making 
on  hundreds  of  properties. 

You  can  secure  complete  information  from  your 
G-E  sales  office. 


General  Electric  equipment 
has  been  chosen  for  numer- 
ous recent  outstanding  car 
developments.  It  has  helped 
to  make  many  of  those  low- 
cost  operating  records  which 
are  proving  so  conclusively 
the  value  of  the  modern 
light-weight  car. 


330-31 


GENERAL  ELECTRIC 


GENE  R  AL     ELECTRIC     C  O  M  P  A  NY,     SCHENECTADY,     N. 


SALES     OFFICES     IN     PRINCIPAL     CITIES 


£L£CTRIC  RAILWAY 

JOURNAL 


IcGraw-Hill  Publishing  Company,  Inc. 


DECEMBER  10,  1927 


Twenty  Cents  per  Cop] 


HOUS 


.->  -T-  ''-^  h  I     r*s 


2  Men  Push  80  TStt'S' 


UBLIO  LIBRARY, 


ELECTRIC  RAILWAY  JOURNAL 


December  10.  1927 


A  WESTINGHOUSE.NUTTALL 

DEVELOPMENT 


An 

outstanding 

contribution 

to 

modern 

passenger 

car  design 


W-N  Drive  for  use 
with  light-weight 
high-speed  motors 

— Heat-treated  hardened  helical  gears — 

— Timken  roller  bearings — 

— Oil -tight  steel  gear  case — 

— High  ratio  of  speed  reduction — 

Here  is  an  equipment  which  has  already  attracted  wide  and  favorable 
interest.  The  industry  has  been  quick  to  sense  its  advantages — smoother 
starting,  quiet  operation,  rapid  acceleration  and  greater  all-round 
efficiency. 

imNUHALL  COMPANY 

PrrrSBURGH»PENNSYLVM 


All  Westinghouse  Electric   &   Mfg.  Co. 

district    offices    are    sales    representatives    for 

Nuttall    Railway    Products. 

Canadian   Agents; 
Lyman   Tube    &   Supply  Co.,  Montreal 


MORRIS  Bl'CK 

Managlns  EJltor 

JOHN  A   MILLER.  JB. 

Assw-'iatc  Editor 

CLARENTEW    SQI'IEH 

Associate  Edito- 

CAJIL  \V.  STOCKS 
Associate  Editor 


Charles  Gordon,  Editor 


HENRY  W.  BLAKE 
Senior  Editor 

GEORGE  J.  MacMURBAT 

News  Bdilur 

G.  W    JAMES.  Jb. 

Assistant  Editor 

PAl'L  WOOTON 
Washington  Correspondent 

ALEX  McCALLUM 
Editorial  Representative 
London,  l-:ngland 


Vol.  70 
No.  24 


CONTENTS 


Pages 
1049-1088 


DECEMBER  10,  1927 

Editorials    - 1049 

Capitalizing  the  Coffin  Award 1052 

All  Grand  Rapids  knew  in  advance  of  the  Coffin  award  and  its 
significance,  because  of  a  careful  plan  of  advertising.  When  the 
medal  was  won  enthusiasm  became  universal  and  citizc-ns  joined 
the  railroad  in  acclaiming  the  victory. 

De  Luxe  Trend  Shown  in  the  New  Brill  Car 1055 

The  1928  model,  as  it  is  called,  has  graceful  lines,  sloping  front 
end,  motors  spring  mounted  crosswise  of  trucks  using  Nuttall 
speed  reducing  units  with  helical  gears. 

San  Francisco  Purchase  Urged 1059 

Delos  F.  Wilcox  recommends  to  city  that  it  take  over  railway 
properties  as  the  franchises  expire.  Offer  of  $1,000,000  for 
California  Street  Railway  and  $20,000,000  for  Market  Street 
Railway  suggested. 

W.,  B.  SC  A.  Electric  Railroad  Conducts  Prize  Quiz.  .  1061 

By  H.  T.  Connolly. 

Fares  and  Fare  Collection  in  Europe 1062 

By  Henry  W.  Blake. 
Some  lines  charge  zone  fares,  others  flat  fares.    The  fare  receipt 
is  common,  but  fare  boxes  are  used  on  one-man  cars.     I.ondon 
County  Council  is  pioneering  in  mid-day  fare  reductions. 

Operator's  Nameplate  Put  on  Fare  Box 1069 

Maintenance  Methods  and  Devices 1070 

Good  Use  Found  for  Obsolete  Cars 1070 

Auxiliary  Light  for  Block  Signal 1070 

Bali-Bearing  Adjustable  Armature  Stand 1070 

Handling  Compressors  Pneumatically  1070 

New    Equipment   Available     1071 

Improved  Type  of  Slack  Adjuster 1071 

Spun-Geared  Chain  Hoist  1071 

High-Speed,  Heavy-Duty  Metal  Saw 1071 

Long  Life  Feature  of  New  Hoists 1072 

Thin  Wrench  for  Brake  Adjustment 1072 

Association  Activities 1073 

American  Association  News   1073 

News  of  the  Industry    1075 

Recent  Bus  Developments  1080 

Financial  and  Corporate   1083 

Book  Reviews    1084 

Personal  Mention    1085 

Manufactures  and  the  Markets 1087 


Completing  the  Record 

COMPLETE  files  of  Electric  Railway 
Journal  and  its  predecessor,  Street 
Railway  Journal,  are  exceedingly  rare.  The 
New  York  Public  Library  has  so  far  been  un- 
successful in  obtaining  a  set  dating  back  to  the 
beginning  of  publication  in  1884.  Elsewhere 
in  this  issue  is  an  appeal  to  the  readers  for  help 
in  getting  the  missing  volumes.  We  hope  it 
will  be  possible  to  meet  it  and  fill  the  vacant 
spaces  on  the  shelves. 

The  New  York  Public  Library  has  become 
more  than  a  mere  city  library.  With  its  2,847,- 
275  books  and  printed  pamphlets  its  size  is 
exceeded  in  the  Western  Hemisphere  only  by 
the  Library  of  Congress  at  Washington.  It 
is  a  great  public  institution  that  is  building 
for  the  future.  It  wants  posterity  to  have  a 
complete  record  of  the  industrial  growth  of 
this  country.  Bulking  large  in  that  growth  is 
city  transportation,  the  story  of  which  is  re- 
corded week  by  week  in  the  pages  of  the 
Journal.  Nothing  could  better  illustrate  the 
dependence  that  is  placed  on  this  paper  and  on 
the  house  of  McGraw-Hill  by  this  request. 


McGRAW.HILL  PUBLISHING  COMPANY,  INC. 

Tenth   Avenue   at  36th   Street,  New   York,   N.  Y. 

New  York  District  Office,   285   Madison  Are. 

Cable  Address:   "Machinist.  N.  T." 
Publishers  of 


James  H.  McGbaw,  President 
JAUB8  H.  MoObaw,  Jb.,  V.-P.  and  Trui. 
Malcolu  Moib,  Vice-President 
Edwabd  J.  Mbhbbn,  Vice-President 
Mabon  Bbitton.  Vice-President 
Edqab  Kobak,  Vice-President 
C.  H.  Thompson.  Secretary 
Washinoton : 

National  Press  BuUdlns 
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London: 

S  Douverle  Street.  London.  E.  C.  4 
Member  Associated  Business  Papers,  Ine. 


Bngineering  NewM-Reeord 

Ameriean  Machinist 

PoKcr 

Chemical  and  Metalluroical  Bngineering 

Coal  Age 

Coal  Age  Newt 

Bngineering  and  Mining  Jownol 

Ingenieria  Internaoicnal 

Bus  Transtiortation 

Blectri^al  Railieay  Journal 

BlfctTieal  World 

Induttrial  Engineering 

Bleetrical  Merchanditing 

Radio  Retailing 

ConMtruetion  Methoda 

Bleetrieal  We*t 

(Published  in  San  Franeieco) 

Ameriean  Ma^hiniet — Bwopean  BdiHon 

(PublitJied  in  London) 


Member  Audit  Bureau  of  Circulations 

The    annual    subscription    rbte    Is    %i    in   the    United    States,    Canada.    Mexico.    Alaska. 

Hawaii.    Philippines.    Porto    Rico,     Canal    Zone,    Honduras.     Cuba,    Nicaragua.    Pwu, 

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Spain.   UruBuay,   Cofita  Rica.   Eruador.   Guatemala.   Chile  and  Paraguay.     Extra  foreign 

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part  of  the  world,   20  cents. 

Change  of  Address-^When  change  of  address  Is  ordered  the  new  and  the  old  addreii 

must  be  given,   notice  to  be  received  at  least  ten  days  before  the  change  takes  place. 

Copyright,    1927,  by  McGraw-Hill  Publishing  Company.   Inc. 

Published  weekly.     Entered  as  second-class  matter,  June  S3,   1908.  at  the  Post  Offloe 

at  New  York.  N.  Y.,  under  the  Act  of  March  3,   1879.     Printed  In  U.  8.  A. 


Number  of  Copies  Printed,  6,220 


Advertising  Index — Alphabetical,  45;  Classified,  40,  42,  45;  Searchlight  Section,  39 


ELECTRIC  RAILWAY  JOURNAL 


December  10, 1927 


Braking 


Double  the  Braking  Area — 

Double  it — and  you  decrease  over  50%  the  required  energy  absorp- 
tion per  brake  shoe. 

Double  the  braking  area  and  you  greatly  increase  the  friction  coeffi- 
cient. 

Double  it  and  you  can  attain  a  higher  rate  of  retardation. 

Double  it  and  you  decrease  the  frequency  of  brake  shoe  replacements. 

The  "SIMPLEX  AND  AMERICAN  MULTIPLE  UNIT"  clasp 
brakes  with  two  brake  shoes  per  wheel  instead  of  one,  doubles  the 
braking  area  and  accomplishes  these  results. 

American  Steel  Foundries 

NEW  YORK  CHICAGO  ST.  LOUIS 

American  Multiple  Unit  Clasp  Brake 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


THE  Type  "C"  Splicing  Ear  has  all  the 
qualities  of  the  "C"  Splicer.  In  addi- 
tion it  has  a  boss  for  suspension  at  the  span 
or  bracket  arm.    Cat.  page  543. 


TYPE  "D"  Trolley  Wire  Splicer  com- 
bines great  strength  and  long  life  with 
good  clearance  for  the  trolley  wheel.  Used 
especially  on  heavy  city  or  interurban  lines. 
Cat.  Page  546. 


TYPE  "D"  Splicing  Ear  is  similar  to  the 
"D"  Splicer  but  is  provided  with  a  cen- 
tral boss  for  attachment  to  span  or  bracket 
arm.    Cat.  page.  546. 


THE  Improved  Clark  Splicer  is  substan- 
tially designed  but  has  not  all  the  ad- 
vantages of  the  Type  "C"  Splicer.  Used 
where  low  first  cost  is  the  chief  considera- 
tion.   Cat.  page  549. 


TROLLEY  SPLICERS 


RECORDS  show  that  trolley  breaks  increase  during  the 
winter  months.  Many  of  these  breaks  are  unavoidable. 
But  car  riders  don't  know  it — and  care  less.  They  do  know 
that  "when  winter  comes"  they  depend  most  on  electric  rail- 
ways for  fast,  reliable  and  safe  transportation.  Therefore,  in 
spite  of  trolley  breaks,  good  service  demands  quick,  perma- 
nent repairs — the  minimum  interference  with  car  schedules. 

When  you  use  0-B  Splicers,  service  need  not  be  tied  up  for 
any  length  of  time  because  of  wire  breaks.  Nor  need  breaks 
ever  occur  twice  in  the  same  place.  For  0-B  Splicers  go 
into  place  quickly  and  stay  there. 

Design  and  workmanship  provide  an  improved  underrun  that 
gives  virtually  the  effect  of  a  continuous  trolley  wire.  There 
are  no  shoulders  or  saw  cuts  at  the  point  where  splicer  lips 
and  body  merge.  There  is  therefore  less  danger  of  wire  crys- 
tallization at  this  point,  due  to  excessive  pounding  of  the  trol- 
ley wheel,  and  less  risk  of  a  trolley  break  within  the  splicer. 

These  and  other  reasons,  explained  in  Folder  150-B  (sent  on 
request),  suggest  that  you  specify  0-B  Splicers  on  your  next 
order.    For  quick  action,  write  or  wire. 

Ohio  Brass  Company,  Mansfield,  Ohio 

Dominion  Insulator  &  Mfg.  Co.,  Limited 

Niagara  Fails.  Canada 

73ea 


OMoJBiass  1^. 


SALES 
OFFICES: 


NEW  YORK 
CHICAGO 


PHILADELPHIA         PITTSBURGH        CLEVELAND 
SAN  FRANCISCO        LOS  ANGELES 


PORCEUAIN        \ 

INSULATORS       I 

LINE  MATERIALS  I 

RAIL  BONDS       1 

CAR  EQUIPMENT  | 

MINING 

MATERIALS 

VALVES 


ELECTRIC  RAILWAY  JOURNAL 


December  10,  1927 


8afet]f  Car*  at  Houston, 
Texas.  The  Houston  Elec- 
tric Company  i»  one  of 
hundreds  of  traction 

properties  that  have  adopted 
Safety  Cars  as  the  modern 
cars  for  modern  service. 


SlSl 


bluKon  has  brought  the  Sa/oh/  Car 

'II/'ITH  transportation  progress  has  come  the  Safety  Car. 
»  '  Progressive  traction  properties,  quick  to  reaUze  the 
intrinsic  worth  of  Safety  Car  Control,  adopted  it — thus 
establishing  the  trend  that  has  led  to  nation-wide  acceptance 
of  the  Safety  Car — the  modern  car. 

Now  firmly  established  as  the  standard  on  hundreds  of 
properties,  Safety  Cars  are  consistently  proving  a  stimulus 
to  modern  traction  service.  With  their  adoption  has  come 
a  more  frequent  service,  better  schedule  speeds  have  been 
maintained  and  the  reaction  of  the  riding  public  has  invari- 
ably voiced  itself  in  the  form  of  increased  patronage.  Inas- 
much as  increased  patronage  means  greater  revenue.  Safety 
Car  adoption  is  natural. 

Detailed  information  relative  to  the  intrinsic  value  of  the 
Safety  Car  may  be  obtained  from  any  of  our  conveniently 
located  offices.  This  service  is  maintained  exclusively  for 
the  use  of  the  operator  and  is  in  no  way  obligatory. 

SafetyCar Devices  Co 

OF  St.  Louis,  Mo. 
Postal  and  Olographic  Address: 

WiLMERDING,  PA. 

CHICAGO    SANrRiANCISCO    NEW  YORK    VASHINGTON    PITTSBURGH 


Interlocking  the  power  and  brakes  by  means  of  special  controller 

handle  provides  safeguard  against  operator's  inattention 

or  disability. 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


t^  {he  Good  Old Day^"' 


Safety  Dome  Type  Lighting 
Fixtures 

These  fixtures.  nwulR  in  various  styles,  represent 
the  very  latest  and  most  approved  designs.  They 
ure  made  to  withstand  extreme  vibration,  provide 
efficient  ligrhting'  and  greatly  add  to  the  attractive- 
ness of  ears.  Due  to  the  lesser  number  ol  units 
required  important  savings  are  realized. 


Back  in  what  may  be  called  the  "dark  ages"  of  trans- 
portation it  was  a  hopeless  proposition  to  try  to 
peruse  even  the  headlines.  Anyone  with  poor  eye- 
sight couldn't  read  at  all  and  those  that  started  with 
good  eyes  ended  up  at  the  oculists. 

It's  quite  different  today  with  cars  equipped  with 
Dome  Type  Lighting  Fixtures.  The  well  diffused 
light  makes  it  easy  for  everyone  to  read  every  word — 
without  a  bit  of  strain  on  the  eyes. 

And  a  well  lighted  car  is  a  ride-seller — because  it's 
bright,  cheerful  and  attractive. 

Ask  for  the  full  details  of  our  complete  line  of  ride- 
selling  equipment  —  Keystone  Car  Equipment  as 
described  in  Catalog  No.  7. 

Home  office  and  plant  at  17th  &  Cambria  Sta.,  PHILADELPHIA; 
District  offices  at  230  So.  Clark  St..  CHICAGO;  50  Church  St..  NEW 
YORK;  Bessemer  Bldg..  Pittsburgh:  88  Broad  St.,  Boston:  General 
Motors  Bklg-.,  Detroit:  310  N.  Washington  Ave..  Scranton;  Canadian 
Agents.  Lyman  Tui)e  &  Supply  Company,  Ltd.,  Montreal,  Toronto, 
Vancouver. 


ELECTRIC  RAILWAY  JOURNAL  December  10, 1927 


Gary  wou^t  steel  wheels 
combine  the  benefits  of 
rolling  widi  the 

advantages  of  foigfflg 
Mileage  is  rolled  into  them 
and  trouble  foiged  out 

fir  mmtempted  economical 
and  trouble  free  service  ^  ^^ 

Gary 
'\*TOUg)it  steel  wheels 

JiUtnota    Bti^ii    ©Dmpang 

««if ral  mt&ns:  208  6oaUi  Ka  SalU  &tr»rt     •  •  •      (Bliitagii,  3UinptB 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


LAST  WEEK 

A  president  purchased  cars/ 


ll"«   lilJism  Iht  (IniMDll  fur  :  1,1  lit.;*. r- 

minO  in'  Mr.  *ijw>ir.  1  It  kii-t»»  «»  4 
hi£jj>— he*  ^Hiitlii  It-i  it  hf'n ill  fhil- 
«LllMlili(   ;»<kiiiii(tf  .il   itimltrn   tkuril 


UtHn:\cr    Mr    Sjuytf  smvcikd  Ut; 


mmhc  |>jp  yrir  V  ... 
•if  ramifiiiir  stafKi^oU 
lo-TUht-n    -  jfk:|>r<At-tl 

Wl    Mr.   !i*«i 
St,  l^^i!,  kail^i. 


I.  !■■■ 


StLnviis  C^r£l£^. 


THIS  WEEK 


-that  the  turning  point  in  the  electric 


Men  who  sit  in  high  places  are  of  one  opinion- 
railway  industry  has  been  reached  and  passed! 

But  problems  still  face  us  all.  And  not  the  least  of  these  is  that  of  winning  a  growing 
volume  of  business  from  other  methods  of  transportation.  We  have  a  high  present-day 
standard  to  compete  with.  We  must  balance  improvement  against  the  revenue 
necessary  to  make  our  properties  self-supporting. 

So  we're  not  done  yet  and  won't  be  until  all 
presidents,  vice-president,  superintendents,  the 
public  rank  and  file  from  the  mayor  to  the 
newsboy  attain  a  sixth  sense — an  unconscious 
recognition  of  the  electric  railway  as  their 
personal  preference  in  economical,  comfortable 
transportation. 


But  that  time  ^ 

is  coining  for  ....  >IVi.l 


6t.L/ivji5  C^rCa. 


10 


ELECTRIC  RAILWAY  JOURNAL 


December  10,  1927 


Fageol  Twin  Coach  of 
the  Pittaburah  Motor 
Coach  Company.  The 
Twin  Coach  as  well  as 
many  other  modern 
coaches  is  furnished  with 
the  Westinff house  Auto- 
motive Air  Brake,  <is 
standard   equipment. 


ITlom  QirBmhd  Coaches  for  Pittsburgh 

PERHAPS  in  no  other  city  are  coach  operating  condi- 
tions more  severe.  Heavy  traffic  congestion,  long  hard 
hills,  and  unusual  competition  for  the  right  of  way  have 
made  the  Air  Brake  a  necessity. 

The  Westinghouse  Air  Brake  is  not  new  to  Pittsburgh.  For 
the  past  several  years,  the  Pittsburgh  Motor  Coach  Com- 
pany has  operated  various  makes  of  motor  vehicles,  includ- 
ing White,  Fageol,  Safeway,  and  by  recent  delivery  several 
Fageol  Twin  Coaches,  also  Westinghouse  Automotive  Air 
Brake  equipped.  With  this  array  of  equipment,  under  mod- 
ern brake  control,  the  Pittsburgh  Motor  Coach  Company 
has  been  able  to  set  and  maintain  perfect  schedules  in  spite 
of  the  conditions  under  which  they  serve. 

This  is  just  one  instance  in  which  the  Westinghouse  Air 
Brake  has  played  an  auspicious  part  ...  A  representative 
from  any  of  our  conveniently  located  offices  will  be  glad  to 
tell  you  of  others  and  go  over  your  braking  problems  with 
you  .  .  .  without  obligation  of  course. 

Hold  your  place  in  traffic  lanes,  get  the  benefits  of  your  full  speed  and 
power,  relieve  drivers  from  undue  physical  exertion,  protect  your  equipment 
from  strain  caused  by  unequal  applications  .  .  .  modernize  with  the 
Westinghouse  Automotive  Air  Brake. 


WESTINGHOUSE  TRACTION  BRAKE  COMPANY 

Automotive  Brake  Division:  WILMERDING,  PENNA. 


X 


'IVE  AM 


gmisiyiiBffiCQiisnBiqigif 


No.  1    Cincinnati 

No.  2  Boston 

No.  3  Detroit 

No.  4  Philadelphia 

No.  5  Kansas  City 

No.  6  Cleveland 

No.  7    Washington 

No.  8  Buffalo 


^ 


STEEL  TWIN  TIE  TRACK 

THE     BASE       OF       AA  ODE  rim  iz  a.  tt  oim 


In  Cincinnati 


STEEL  TWIN  TIES  are  used  in  Cincin- 
nati with  rail  section  93-507.  The  ends 
are  bent  upward  to  cant  the  rails  one  in 
twenty-five  and  the  rail  joints  are  thermit 
welded.  The  paving,  which  is  installed  by 
the  City,  is  concrete,  laid  in  a  second  course 
following  completion  of  the  track  structure. 

Complete  detailed  drawings  and  specifi- 
cations of  the  Cincinnati  design  will  be  sent 
on  request. 

Engineers  of  The  International  Steel  Tie 
Company  have  played  no  small  part  in  the 
design  of  better,  more  lasting  track.  We 
have  in  our  files  a  fund  of  data  on  paved 
track  construction  that  is  at  your  disposal. 
We  will  be  pleased  to  discuss  with  you  your 
paved  track  problems,  and  to  help  you  start 
your  modernization  program  right.  Steel 
Twin  Ties  are  the  first  step  toward  better 
service,  and  lower  initial  and  maintenance 
costs. 

The  International  Steel  Tie  Co. 
Cleveland,  Ohio 


4 


TWIN  TIES  ARE  All  STEEL 


December  10,  1927 


ELECTRIC  RAILWAY  JOURNAL 


13 


Worcester  Takes  the  Word 
of  Other  Cities 

Worcester,  Mass.,  is  another  of  the  cities 
where  the  NP  Treadle  Door  is  new.  The 
operators,  however,  have  seen  treadle  door 
results  obtained  in  many  other  cities.  Their 
confidence  in  treadle  doors  is  shown  by  the 
installation  of  100  treadles  in  50  new  cars. 

NATIONAL  PNEUMATIC  COMPANY 

Executive  Office:  Graybar  Building,  New  York 

General  Works:    Rahway,  New  Jersey 


CHICAGO 

618  McCormlck  Building 


MANUFACTURED  IN   TORONTO.   CANADA,   BY 
Railway  &  Power  Engineering  Corp.,  Ltd. 


PHILADBLPHIA 
1010  Colonial  Trust  BuUdln* 


Sk 


14 


ELECTRIC  RAILWAY  JOURNAL 


December  10, 1927 


MODERN 

CAR 

UPHOLSTERY 
you  cant  do 
Detter  than 

r>L  U S H 


—  and  — 
Ws  so  easy  to  clean 


It  takes  but  a  few  minutes  to  make  car 
upholstery — if  it's  Massachusetts  Mohair 
Plush — look  like  new!  No  matter  how 
dusty  the  plush  may  be,  the  original  new 
lustre  is  easily  restored.  No  other  up- 
holstery material  is  more  sanitary  than 
plush  1 

Furthermore,  the  newest  patterns  and 
colorings  provide  all  that  could  be  de- 
sired in  luxurious  practical  upholstery 
for  every  type  of  service. 

Passengers  riding  on  Massachusetts 
Mohair  Plush  are  supported  on  myriads 
of  little  springs — the  utmost  in  ease  and 
luxury. 

Specify  plush  in  your  next  order.  Let 
us  send  you  quotations  and  samples  now. 


MASSACHUSETTS  MOHAIR  PLUSH  CO. 

Main  Office: 
80  Federal  Street,  BOSTON,  MASS. 

Makers  of  BAY  STATE  PLUSH 


New  York  Agrent : 

Siason  Snpply  Co. 

1846  Grand  Ceiural  Terminal. 

New  York  City 


Western  Affent ; 

Midgley  &  Borrowdtds 

1822  McCormick  Buildins. 

Chicago,  DllnoU 


MASSACHUSETTS  MOHAIR  PLUSH 

CyAe  railroad  standard  for  (rVer35years 


December  10,  1927 


ELECTRIC  RAILWAY  JOURNAL 


15 


Saving  weight 

or 

Shaving  weight 

9 


.'lii 


The  Cincinnati  Car  Company  has  been  preaching 
the  gospel  of  light  weight  for  the  past  12  years. 
There's  plenty  of  precedent  and  experience 
back  of  each  step  that  has  been  taken. 

Lightness,  as  exemplified  by  Cincinnati  Balanced 
Cars  today,  results  from  the  application  of 
modern  engineering  principles  and  the  employ- 
ment of  modern  lightweight  steels,  and  not  from 
any  sacrifice  of  proportions  or  strength. 

Write  us. 

CINCINNATI  CAR  COMPANY 
Cincinnati,  Ohio 


CINaNNATI  ti&s^'  CARS 

The  Four  Features  of  BALANCED  DESIGN  are  the  Cardinal  Points  of  Today's  Demand 


16 


ELECTRIC  RAILWAY  JOURNAL 


December  10, 1927 


Safe  Speed 


Speed  alone  depends  on  motive  power. 
Safe  speed  depends  on  brakes,  etc.  The 
power  to  stop  must  always  exceed  the 
power  to  go,  and  developments  in  brake 
equipment  and  the  brake  shoe  are, 
therefore,  of  prime  importance. 
American  Brake  Shoes  have  fully  an- 
ticipated these  requirements.  Their 
scientific  reinforcement  and  their  uni- 
form high  friction  have  made  it  safe 
to  go  fast. 


'Best  by  Test' 


~-l-:f^kd\  Mfl 


THE  AMERICAN  BRAKE  SHOE 
AND  FOUNDRY  COMPANY 


30  CHURCH  ST., NEW  YORK 
532  Sa MICH.  AVE.,  CHICAGO 


December  10,  1927 


•ELECTRIC  RAILWAY  JOURNAL 


17 


The  illustration  above 
shows  the  Cambria 
Wheel  Plant  of  Beth- 
lehem Steel  Company 
at  Johnstown,  Pa. 
Forged  axles  are  also 
made  at  Johnstown. 


Bethlehem 


New  York 
Boston 


rolled  steel  wheels  for 
Electric  Railway  Service 

insure  maximum  m^ileage 
and  safety 

Other  Bethlehem  Equipment  for  Electric  Railways: 

Axles  Armature  Shafts  Gage  Rods  Tie  Plates 

Bolts  Pole  Line  Material  Splice  Bars  Tie  Rods 

Progs  Special  Layouts  Switches  Trackwork 

Rails  Switch  Stands  Crossings  Spikes 

Gear  Btanks  Guard  Rails 

BETHLEHEM  STEEL  COMPANY,  General  Offices:  BETHLEHEM,  PA. 

Buffalo  Baltimore  Atlanta  District  Offices:     Cincinnati        Detroit  Seattle  Los  Angeles 

Philadelphia     Washington      Pittsburgh 


Cleveland 


Chicago 


Detroit 
St.  Louis 


San   Francisco  Portland 


Bethlehem   Steel   Export   Corporation,  25   Broadway,   New  York  City,  Sole  Exporter  o(  our  Commercial    Products 


BETHLEHEM 


18 


ELECTRIC  RAILWAY  JOURNAL 


December  10, 1927 


^     SMBUHBMI  BUS  LIMES    II 

r^FHehburgand  LuneoDii 

^  eoodoiiiirn 

tn         To   HospijE 

O RO 


Specialists 

for  half  a 
century 


SUNSET     STAGES 


Ride  Ticket 


I  for  One  Ride  betweea 
i  Named  on  Cover 


CD 
CO 
CM 


SUNSET      STAGES 


^to^*lideTicket 


C3 
CNl 


^-^ 


Thiee**iiiusts''of  fare  collediiip 

SPEED-CONTROL'ECONOMY 


SPEED 


Speeding  up  service  hinges 
on  rapid  fare  collection, 
even  more  than  on 
mechanical   equipment. 

Machinery  can  accelerate  vehicle  movement,  but 
passengers  enter  or  leave  only  as  fast  as  the  fare 
collection  system  permits  one  man  to  collect  and  issue. 

Tickets,  transfers,  passes,  identification  checks,  zone 
fare  receipts— that  tear  right,  thumb  smoothly  and 
require  least  punching— cut  vital  minutes  from  the 
standing  time. 

With  present-day  mechanical  efficiency,  speeding  up 
rush  hour  service  can  come  only  through  faster  load- 
ing and  unloading— strictly  a  fare  collection  problem. 

Our  experience  helps. 


TICKET  COMPANY 

112  North  Twelfth  Street 
PHILADELPHIA 


NEW  YORK 


BOSTON 


BALTIMORE 


CLEVELAND 


LOS  ANGELES 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


19 


WINDOWS         DO         MAKE         A         DIFFERENCE 


Because  W^indows  Are  Important 


PAtnvMve 


SINCE  windows  in  the  electric  car  and 
motor  coach  are  either  a  source  of  an- 
noyance or  of  comfort  to  the  passengers, 
they  are  highly  important. 

Our  experience  of  forty  years  in  the  mak- 
ing of  window  accessories  for  steam  and 
electric  railways  led  us  to  originate  Edwards 
Metal  Sash,  which  gives  passengers  the 
utmost  in  comfort. 

Ample  light,  unobstructed  vision,  ease 
of  opening  and  closing — and  all  with  never 
a  rattle! 

Send  for  Catalog  "S",  liberally  illustrated 
with  views  of  modern  electric  cars  and 
motor  coaches. 


O.  M.  EDWARDS  CO. 

New  York       Syracuse,  New  York      Ch.cago 

Canadian  Rtfrtunlativti: 
an  Tube  &  Supply  Co.,  Ltd.,  Montrcil  and  Toron'o 


20 


ELECTRIC  RAILWAY  JOURNAL 


December  10,1927 


Malleahh 

and  'tKorotx^Kly  Inodex'l^ 
Jorthe  GE"  265  Motor 


This  gear  case  possesses  a  unique  feature — an 
overlapping  joint,  something  new  in  malleable- 
iron  gear  case  construction. 

Overlapping  of  the  halves  keeps  out  dirt  and  mois- 
ture and  affords  a  means  of  making  adjustments  to 
compensate  for  any  wear  of  the  supporting 
brackets. 

This  new  gear  case  embodies  the  acknowledged 
advantages  of  malleable  iron— rigidity  and  strength 
— yet  its  weight  is  no  greater  than  that  of  the 
gear  case  formerly  used  with  this  modern  light- 
weight motor. 


General  Electric  is  always 
striving  to  produce  the  most 
satisfactory  railway  equip- 
ment, as  demanded  by 
changing  conditions  and 
improvements  in  the  in- 
dustry. This  new  develop- 
ment, which  makes  possible 
the  use  of  malleable-iron 
gear  cases  with  GE-265 
Motors,  is  a  typical  ex- 
ample. 


Modern  Ecruipment  Standards 

•*  54C-3 

,AL  ELECTRIC 


Electric  Railway  Journal 

Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Publishing  Company,  Inc. 

Charles  Gordon,  Editor 


Volume  70 


New  York,  Saturday,  December  10,  1927 


Number  24 


Under  New  Auspices  in  St.  Louis 

ANOTHER  of  the  electric  railways  has  just  emerged 
■IX  from  among  those  thrown  into  receivership  largely 
as  a  consequence  of  the  imposition  of  war-time  economic 
conditions  over  which  they  had  no  control.  The  property 
to  which  reference  is  made  is  the  United  Railways, 
St.  Louis.  From  now  on  the  road  there  will  function 
under  the  title  of  the  St.  Louis  Public  Service  Company. 

The  way  has  been  carefully  prepared  in  advance,  and 
the  new  management  takes  hold  under  auspicious  circum- 
stances, even  though  the  franchise  question  remains  to 
be  adjusted.  That  is  an  important  matter,  but  the  task 
does  not  appear  to  be  an  insuperable  one.  The  grant 
that  has  been  discussed  is  of  the  service-at-cost  type.  The 
main  differences  of  opinion  have  been  over  the  matter 
of  valuation  and  the  rate  of  return.  These  negotiations 
have  been  followed  in  the  news  columns.  The  financial 
results  under  the  receivership,  notably  those  for  the  year 
ended  Dec.  31,  1926,  have  also  been  reviewed  in  the 
Journal. 

Frank  acknowledgment  is  made  by  the  new  manage- 
ment of  the  excellent  work  done  by  the  receiver  and  by 
his  general  manager.  More  than  this,  however,  the  in- 
coming regime  has  acknowledged  the  magnitude  of  the 
task  it  is  tackling  and  has  sought  public  co-operation  at 
the  inception  of  its  incumbency.  It  senses  the  growing 
needs  of  the  community.  The  avowed  policy  is  to  de- 
termine the  character  of  the  service  desired  by  the  pub- 
lic and  then  to  supply  that  service.  Having  done  this, 
the  management  assumes  that  the  public  will  gladly  pay 
the  fare  necessary  to  maintain  it.  The  new  manage- 
ment has  made  a  sincere  bid  for  public  co-operation. 
It  has  pledged  the  company  in  unmistakable  terms  to  do 
its  part.  The  car  riders  and  the  public  of  St.  Louis  gen- 
erally owe  it  not  so  much  to  the  company  as  to  themselves 
to  be  equally  concerned  for  the  welfare  of  the  company. 
Only  as  each  is  concerned  about  the  other  can  the  com- 
pany carry  on  successfully  and  the  pub'ic  benefit. 


calling  for  the  expansion  of  the  idea  of  fixed  stands  in 
the  central  business  district  that  would  seem  to  hold  forth 
great  promise  for  the  future.  Its  proposed  use,  beginning 
on  Dec.  12,  is  described  elsewhere  in  this  issue. 

So  far  as  these  companies  were  concerned  the  matter 
was  apparently  easy  to  arrange.  Not  so  in  the  case  of 
the  Diamond  and  the  Cunningham  companies.  They  are 
among  the  smaller  independents,  and  their  officers  felt 
that  they  must  be  permitted  to  continue  cruising,  since 
their  revenue  was  derived  almost  wholly  from  this  Source. 
In  this  attitude  they  may  have  been  justified,  but  it  is 
the  very  attitude  that  has  served  to  clutter  up  the  streets 
with  vehicles.  The  way  out  in  this  instance  was  found 
in  their  purchase  by  the  Philadelphia  Rapid  Transit  Com- 
pany. It  was  a  fortunate  way  for  everybody  involved, 
but  it  is  a  way  not  always  possible.  But  the  real  interest 
is  in  what  the  two  other  companies  have  agreed  to  do. 
It  is  to  be  hoped  that  the  arrangement  now  about  to  be 
put  into  effect  will  work  out  so  satisfactorily  that  the 
expectation  of  the  companies  looking  toward  the  gradual 
extension  of  the  plan  throughout  the  city  may  be  realized. 


Experiment  in  Regulating  the  Cruising  Taxi 
in  Philadelphia 

CRUISING  taxis  have  long  been  the  bane  of  officials 
intrusted  with  the  problem  of  expediting  street 
traffic.  They  run  empty  a  large  part  of  the  time  and 
so  clutter  the  streets  that  they  really  are  more  nuisance 
than  benefit.  The  very  growth  of  the  taxi  business  in  large 
communities  has  served  to  defeat  that  vehicle's  attractive 
features,  particularly  the  feature  of  speed.  In  Phila- 
delphia last  winter  things  came  to  a  very  bad  pass.  Con- 
gestion there  was  unusually  acute.  In  some  instances  it 
spelled  defeat  for  everybody  concerned.  It  was  impera- 
tive that  something  be  done.  And  something  has  been 
done.  The  Yellow  Cab  Company,  under  Philadelphia 
Rapid  Transit  Company  auspices,  and  the  Quaker  City 
Cab  Company  have  agreed  to  a  working  arrangement 


Ballots  on  Engineering  Standards 
Demand  Attention 

RECOMMENDATIONS  of  committees  of  the  Amer- 
•  ican  Electric  Railway  Engineering  Association  are 
now  being  submitted  to  the  membership  for  approval  in 
accordance  with  the  changes  in  the  constitution  and  by- 
laws adopted  at  the  Cleveland  convention  last  October. 
So  far  returns  from  three  letter  ballots  have  been  closed, 
covering  proposed  revisions  of  existing  Manual  sections 
or  presenting  additional  sections  for  approval.  The  plan 
is  a  distinct  advance  over  the  old  one  of  having  a  dis- 
cussion on  the  convention  floor,  followed  by  an  oral  vote 
unless  a  division  was  called  for.  Under  the  old  plan  it 
was  necessary  for  anyone  desiring  to  take  an  active  posi- 
tion favoring  or  opposing  a  recommendation  to  be 
present  in  person  at  the  convention  or  to  have  an  accred- 
ited representative.  The  opportunity  for  discussion  was 
quite  limited  on  account  of  the  number  of  recommenda- 
tions presented,  since  they  covered  the  work  of  all  the 
engineering  committees  for  the  entire  year.  Usually 
most  of  the  recommendations  were  approved  without  dis- 
cussion, and  often  without  some  members  knowing  just 
what  they  had  voted  on. 

Contrast  this  with  the  new  plan.  Letter  ballots  are 
sent  out  to  the  entire  membership.  It  is  possible  for  the 
company  official  most  familiar  with  the  subject  in  ques- 
tion to  give  it  his  attention  and  to  vote  intelligently 
after  mature  deliberation  and  correspondence  or  confer- 
ence if  necessary.  Accordingly,  when  a  standard  has 
been  adopted  in  this  manner  it  should  have  more  weight 
and  member  companies  should  adhere  more  closely  to  it 
than  when  the  former  method  was  in  force. 

According  to  an  article  in  the  December  issue  of  Aera, 
the  returns  from  the  first  set  of  letter  ballots  were  sur- 


1050 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24 


prisingly  small.  It  would  appear  that  the  membership 
is  not  fully  acquainted  with  the  plan,  particularly  since 
quite  a  number  of  companies  that  are  represented  on  the 
committees  in  charge  of  the  standardization  work  did  not 
cast  ballots.  With  many  questionnaires  and  miscellane- 
ous matter  being  received  constantly,  it  is  not  surpris- 
ing that  persons  unfamiliar  with  the  new  plan  might 
fail  to  refer  the  ballots  to  the  proper  officials  in  the 
organization.  It  does  not  seem  reasonable  that  a  commit- 
teeman who  has  followed  the  work  should  not  be  able 
to  cast  a  ballot  either  for  or  against  the  proposed 
standard. 

A  second  set  of  ballots  was  distributed  under  date  of 
Nov.  2  and  a  third  set  under  date  of  Nov.  25.  To  be 
counted  they  must  be  returned  within  60  days.  It  is  to 
be  hoped  that  more  of  the  member  companies  will  con- 
sider the  questions  submitted  and  take  definite  action, 
since  the  value  of  the  standards  set  up  depends  in  large 
measure  on  the  interest  taken  in  their  adoption  and  in 
their  enforcement.  A  standard  that  is  a  dead  letter  is 
worse  than  useless,  since  it  is  misleading. 


Standard  Bus  Accounts  Desirable 

UNTIL  the  committee  on  bus  accounting  of  the 
American  Electric  Railway  Accountants'  Associa- 
tion promulgated  its  standard  classification  there  was  no 
generally  recognized  standard  available.  The  committee 
did  an  excellent  piece  of  work,  and  its  classification, 
which  has  been  indorsed  by  the  National  Association  of 
Railroad  and  Utilities  Commissioners,  is  based  on  the 
accounts  adopted  for  electric  railways  by  the  Interstate 
Commerce  Commission.  The  A.E.R.A.A.  classification 
has  been  adopted  by  a  number  of  bus  subsidiaries  of 
electric  railways  and  also  by  some  independents.  It  is 
giving  general  satisfaction. 

Naturally,  in  a  field  so  new  as  this,  there  is  an  oppor- 
tunity for  diflferences  of  opinion,  and  certain  of  the 
accounts  may  be  handled  in  more  ways  than  one.  The 
same  is  true  of  any  accounting.  In  order  to  have  com- 
parable statistics  it  is  essential  that  the  same  system  be 
used  by  all  the  carriers  in  the  territory  where  compari- 
sons are  to  be  made,  whether  it  is  the  state  or  the  nation. 
Since  operating  methods  differ  little  all  over  the  countrv 
there  seems  to  be  small  reason  for  a  departure  from  a 
single  system.  On  the  other  hand,  there  is  more  need 
for  a  difference  in  detail  between  large  operators  and 
small,  since  it  would  be  burdensome  to  require  the 
analysis  for  a  small  company  that  is  demanded  of  the 
large  one.  This  has  been  taken  care  of  by  the  commit- 
tee m  the  preparation  of  a  condensed  system  of  accounts 
for  small  operators. 

When  the  Public  Service  Commission  of  Pennsyl- 
vania adopted  a  classification  for  bus  accounts,  to  go  into 
effect  on  Jan.  1  next,  a  number  of  changes  were  incor- 
porated that  result  in  more  or  less  variation  from  the 
association's  system.  As  mentioned  in  a  news  item  in 
this  issue,  the  principal  differences  are  with  respect  to  the 
handling  of  taxes,  rents  and  depreciation.  While  there- 
IS  some  argument  in  favor  of  the  changes,  there  is  the 
stronger  argument  in  favor  of  standardization. 

At  present  two  other  commissions,  those  in  Iowa  and 
m  W^isconsin,  are  contemplating  the  adoption  of  standard 
classifications  for  bus  accounting.  It  would  seem  that 
now  is  the  time  to  get  together  and  reconcile  all  differ- 
ences. Unless  there  are  reasons  for  changing  from  the 
association's  classification,  that  would   seem  to  be  the 


logical  one  to  adopt.  If  reasons  for  a  change  exist, 
undoubtedly  the  committee  will  welcome  suggestions  and 
present  them  to  the  membership  for  adoption.  What- 
ever is  done,  action  should  be  taken  before  the  various 
states  adopt  sets  of  accounting  classifications  with  dif- 
ferences so  great  that  two  or  more  sets  of  books  will  be 
needed,  as  may  be  necessary  for  interstate  operators. 


European  Roads  Tending  Toward 
Fare  Simplification 

WHILE  it  is  common  in  this  country  to  think  of  the 
street  railways  of  Europe  as  charging  zone  fares 
exclusively,  this  is  very  far  from  true.  The  lines  in  Eng- 
land, France  and  Belgium  generally  use  the  zone  fare 
system,  but  many  of  those  in  Italy,  Germany  and  Switz- 
erland do  not.  In  fact,  the  tendency  is  rather  from  the 
zone  fare  to  the  flat  fare.  The  introduction  of  more 
one-man  cars  will  help  in  this  direction,  though  as  the 
wages  of  platform  men  are  not  as  high  in  Europe  as  here, 
there  is  not  the  same  inducement  to  the  adoption  of  the 
one-man  car. 

The  lower  wages  paid  in  Europe  should  be  borne  in 
mind  when  comparisons  between  Europ)ean  and  Amer- 
ican fares  are  made,  as  should  also  the  fact  that  fewer 
free  transfers  are  issued  than  in  America.  This  rarity 
of  the  free  transfer  is  an  inheritance,  probably,  from  the 
time  when  zone  fares  were  in  more  general  use.  Where 
fares  vary  with  the  distance  traveled,  there  is  no  occasion 
for  transfers.  When  a  zone  fare  road  changes  to  the 
flat  fare  the  public  is  not  accustomed  to  transfers  and 
does  not  expect  them.  In  Europe,  Berlin  is  the  most  im- 
portant exception  to  the  rule  that  universal  transfers  are 
not  given. 

Passenger  revenues  in  Europe  are  still  checked  very 
generally  through  the  issue  by  the  conductor  to  the 
l^assenger  of  a  paper  receipt  for  the  fare  paid.  On  the 
flat  fare  roads,  this  practice  seems  to  be  still  another  in- 
heritance from  the  zone  fare  system  in  which  such  re- 
ceipts or  something  corresponding  to  them  are  necessarj' 
to  prevent  overriding.  To  an  American,  the  fare  box 
seems  to  provide  a  better  means  for  collecting  fares.  It 
is  at  once  less  liable  to  manipulation,  is  cheaper  and 
faster.  Finally,  it  is  neater  because  it  keeps  the  car  floor 
and  street  free  from  canceled  tickets.  However,  here 
again  the  strength  of  long-established  habits  have  to  be 
taken  into  account.  The  public  and  the  employees  have 
become  accustomed  to  the  fare  receipt.  They  do  not 
mind  its  disadvantages  and  the  companies  declare  that  its 
abuse  by  either  employees  or  passengers  is  practically 
nil.  At  present,  progress  in  Europe  in  fare  collection 
seems  to  be  more  in  the  direction  of  ticket-issuing  ma- 
chines than  in  the  abandonment  of  the  paper  fare  receipt. 
The  principal  improvement  in  fare  practice  during  the 
last  few  years  in  Europe  has  been  in  the  direction  of 
having  only  one  class  of  fare.  The  Berlin  Elevated  is 
the  latest  large  road  to  change  from  two  classes  to  one. 
.\mong  the  surface  roads  those  in  France  and  Belgium 
appear  to  cling  most  strongly  to  the  two  classes  of  fares, 
using  them,  in  some  cities,  even  on  cross-bench  open  cars. 
There  is  no  doubt  that  the  system  of  fare  collection 
used  in  this  country  is  better  adapted  to  .American  condi- 
tions than  is  the  European  plan.  We  should  gain  nothing 
on  our  flat  fare  lines  by  adopting  the  paper  fare  receipt, 
which  is  primarily  a  zone  fare  device.  But  there  is  much 
that  can  be  said  in   favor  of  the  European  method  of 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1051 


operating  through  cars  between  all  points  where  there 
is  considerable  travel  and  then  refusing  to  give  transfers. 
One  reason  for  the  low  flat  fares  in  many  cities  abroad 
is  that  a  fare  pays  for  only  one  ride,  not  two  or  three, 
as  would  be  the  case  with  transfers.  By  permitting  a 
lower  flat  fare,  this  policy  also  increases  the  short-haul 
business,  which  is  the  one  where  a  street  railway  has  to 
meet  competition  from  walking. 


Head  of  Pennsylvania  Motor  Federation 
Condemns  Parking 

FREQUENTLY  when  experienced  transportation  men 
have  pointed  out  the  evils  of  automobile  parking  on 
congested  streets  they  have  been  accused  of  attempting 
to  force  greater  use  of  public  transportation  vehicles. 
But  when  the  spokesman  of  more  than  a  million  owners 
of  private  automobiles  says  the  same  thing  no  such  ac- 
cusation can  reasonably  be  made.  Unusual  significance 
therefore  attaches  to  the  remarks  of  R.  C.  Haldeman, 
president  of  the  Pennsylvania  Motor  Federation,  speaking 
before  the  meeting  of  the  Pennsylvania  Street  Railway 
Association  at  Scranton  last  week. 

"The  present-day  habit  of  using  our  streets  as  a  public 
garage,"  he  says,  "is  one  of  the  greatest  evils  tending  to 
increase  congestion  in  the  business  districts  of  our  munic- 
ipalities. It  is  both  a  selfish  and  a  time-wasting  habit  of 
the  motor  car  owner.  The  individual  apparently  gives  no 
thought  to  the  inconvenience  that  his  action  places  on  the 
many.  But  if  the  individual  still  insists  on  being  selfish 
let  him  consider  the  time  he  is  wasting.  It  averages  at 
least  ten  minutes  to  get  the  car  out  of  a  garage  in  the 
morning.  He  drives  down  town  with  his  mind  set  on  a 
particularly  convenient  locality  in  which  to  leave  his  car. 
At  least  99  times  out  of  100  he  finds  that  place  occupied 
by  an  earlier  riser  and  he  spends  ten  minutes  more  look- 
ing for  some  other  niche.  It  is  probably  three  or  four 
blocks  from  his  office  or  wherever  he  desires  to  transact 
his  business.  Another  ten  minutes  lo.st.  Life  is  too 
short  to  throw  away  all  this  time  to  satisfy  a  purely 
selfish  whim." 

This  states  in  a  nutshell  the  case  against  automobile 
parking.  It  hurts  the  automobili.st  more  than  it  helps 
him.  The  number  of  drivers  who  benefit  is  insignificant 
compared  to  the  number  who  are  inconvenienced,  to  say 
nothing  of  the  great  majority  of  the  users  of  the  street — 
the  passengers  in  public  transportation  vehicles. 

Unselfish  co-operation  between  the  automobilists  and 
the  public  transportation  systems  is  the  remedy  Mr. 
Haldeman  recommends.  He  has  done  the  public  a  real 
service  by  presenting  such  a  definite,  clear-cut  statement 
of  the  situation.  That  is  good,  but  the  prime  requisite 
today  is  more  general  understanding  of  the  evils  of 
parking. 


"Narrow-Gage"  Purchase  an  Important  Move 

SPECIAL  interest  attaches  to  the  announcement  of  the 
purchase  by  Hemphill  &  Wells  of  the  Boston,  Revere 
Beach  &  Lynn  Railroad  and  of  the  new  owners'  plans  to 
electrify  the  system.  This  comparatively  short  narrow- 
gage  line  handles  a  relatively  dense  volume  of  passenger 
traffic,  serving  a  limited  area.  For  years  its  future  has 
been  under  discussion.  In  the  Massachusetts  report  on 
improved  transportation  facilities  in  the  Boston  metro- 
politan district  two  major  recommendations  were  made 
affecting  the  Boston,  Revere  Beach  &  Lvnn  Railroad. 


The  first  was  for  the  Boston  Elevated  Railway  to  ex- 
tend its  East  Boston  tunnel  line  to  a  junction  in  the 
vicinity  of  Wood  Island  station,  thereby  eliminating 
the  necessity  for  providing  ferry  service.  The  second 
called   for  complete  electrification  of  the  system. 

It  is  significant  that  one  of  the  most  important  rec- 
ommendations in  the  report  is  to  be  carried  out  forth- 
with. It  is  known  that  as  far  back  as  1911  plans  were 
prepared  for  such  a  project.  Whatever  the  plans  of  the 
former  owners  might  have  been  it  is  reasonably  certain 
that  the  work  would  not  have  been  ordered  so  soon. 

The  new  service  will  mean  much  to  the  district. 
The  modern  cars,  comfortable  and  attractive;  the  sta- 
tions, remodeled  for  prepayment  use  and  refinished,  and 
the  high-speed  transportation  to  be  maintained  by  the 
new  electric  trains  should  cause  a  large  increase  in 
patronage.  Property  owners  will  realize,  too,  that  values 
will  grow  because  of  the  new  service.  All  in  all,  the 
purchase  by  Hemphill  &  Wells  and  their  plan  to  electrify 
are  very  important  moves  not  only  in  the  districts  served 
by  the  old  Boston,  Revere  Beach  &  Lynn  Railroad  but  in 
the  entire  electric  railway  industry  as  well. 


Glorifying  the  Coffin  Award 

ADVERTISING,  it  has  been  said,  is  just  a  combina- 
,tion  of  showmanship  and  salesmanship.  Surely  no 
l>etter  definition  could  be  found  for  the  sound  and 
progressive  advertising  exploitation  launched  by  Louis  J. 
DeLamarter,  vice-president  and  general  manager  Grand 
Rapids  Railroad,  after  his  road  had  submitted  its  Coffin 
Award  brief  and  continued  so  effectively  after  winning 
the  award. 

To  electric  railway  men  the  Coffin  Award  means  a 
great  deal.  They  realize  that  it  is  the  highest  honor  that 
can  come  to  any  American  system  and  that  it  represents 
the  reward  of  progressiveness  and  superlative  achieve- 
ment in  the  industry.  But  to  the  ordinary  layman  it 
might  represent  almost  anything.  The  task,  then,  of 
livening  this  issue  in  the  minds  of  the  citizenry  of  Grand 
Rapids  befell  Mr.  DeLamarter,  if  winning  the  award  was 
to  mean  anything  in  a  dollars  and  cents  way.  His  pre- 
vious experience  as  a  showman  had  taught  him  the  value 
of  capitalizing  on  public  reactions.  'Accordingly  he 
prepared,  so  to  speak,  all  Grand  Rapids  for  the  possible 
winning  by  acquainting  it  with  the  Coffin  .\ward  and  its 
significance. 

The  effect  was  far  reaching.  The  people  not  only 
learned  what  the  award  was  but  also  what  it  would  mean 
to  the  city  and  to  themselves.  They  realized  that  their 
own  town  was  competing  with  cities  such  as  Chicago  and 
Atlanta  and  they  felt  a  little  prouder  of  their  "Furniture 
City."  A  pride  in  the  shiny  new  street  cars  that  were 
being  advertised  the  world  over  as  "Grand  Rapids"  type 
cars  swept  over  them,  and  a  desire  to  help  win  was 
created  among  the  various  civic  groups  and  individuals 
as  well.  The  Coffin  Award  was  publicized  to  so  great  an 
extent  that  it  bids  fair  to  remain  alive  for  many  years 
ia  the  memories  of  all  Grand  Rapids  people. 

Truly  the  Coffin  Award  has  been  glorified  under  the 
impetus  of  a  carefully  conducted  advertising  plan  until 
now  it  represents  to  the  people  of  Grand  Rapids  an 
"emblem  of  civic  virtue,  a  badge  of  merit  and  a  symbol 
of  communal  achievement."  And  all  because  one  alert 
electric  railway  salesman  realized  the  capitalization  possi- 
bilities of  such  a  proposition  under  the  stimulus  of  a 
sound  and  progressive  plan  of  advertising  exploitation. 


An  Appre^ation 


TM  Ckorlts  A.  CoCfla  Gold  Medal 

By  tk*  Amntttm  ttmwtrU  Botlwar  AmmImImi 

Tliii  haooT  b  reco^tioo  of  the  Fimiiture  Otfs  saxHority  in 
dtvaloproent  of^sireet  railway  transpoitatioD  for  the  bendit. 
omlOR  aul  cocnenieDce  of  tha  pubiic—a  tribute  io  which  cve^ 
nsNteftt  shuM. 

Your  stTMt  niStar  coaixmay  appredates  this  vktory  tiecause  ft 
■  bsMd  upon  the  justice,  irieodship  and  co-opeiatioa  of  otrt 
paiioat,  the  otr  tfovenviKat.  the  newspaper?  aod  variau*  dvic 


TUi  «mi4  irfli  farther  adnnise  Graod  lUpidi  thffMMboit 

ttewMld. 

It  itolaaMHS  tlii  paUic  Knioc  obBaalion  ol  every  street 

mikitu  woflnt  la  'Gnad  bfiik    W«^ve  a  reputation  to 


Advertisement  carried  by  the  railroad  in 
all  weekly  newspapers.  Full  page  ads 
were  carried  in  the  daily  newspapers  of 
Grand  Rapids 


Coffin  Award  Crovms     gji 
DeLamarter's  Efforts Fr^ 


CocBmittee  of  EUclrieal  EsfUMan  *nd  Trm^.^^ST^ 
tiao  MmaaLftT*  Pay*  HitlM*t  Tributa       '*^" 
To  iBDowation*  (tad  PoUcim  Hera 


w 


\\' 


m 


SPJbCJ^OiR 

WHAT  TO  SEE  AND  WHAT  TO  DO 


rvtumao  at-WEuay  »y  tmi 
Grand  Rapidi  AModadoo  of  Commerce 

OCTOBER  8.  I«i; 


m 


Above,  the  cover  of  the  Grand  Rapids 
"Spectator."  In  center,  newspapers 
proved  a  powerful  aid  in  publicizing 
the  award 


Capitalizing  the  Coffin  Award 

All  Grand  Rapids  knew  in  advance  of  the  Coffin  Award  and  its  significance,  because  of  a 

careful  plan  of  advertising.    When  the  medal  was  won  enthusiasm 

became  universal  and  citizens  joined  the  railroad  in 

acclaiming  the  victory 


DETERMINED  to  capitalize  to  the  fullest  extent 
I  his  company's  entering  the  Coffin  Award  contest, 
L.  J.  DeLamarter,  vice-president  Grand  Rapids 
Railroad,  Grand  Rapids,  Mich.,  planned  a  series  of  car 
cards  and  gave  details  of  the  contest  to  all  the  local 
newspapers  for  publication.  He  explained  to  the  people 
of  Grand  Rapids  just  what  the  Coffin  Award  was  and 
what  it  meant,  showed  them  the  wares  of  his  railroad 
and  sold  the  thought  that  in  their  city  existed  the  most 
progressive  street  railway  system  in  the  country.  Few, 
if  any,  disputed  the  company's  chance  of  winning,  even 
though  it  was  competing  with  much  larger  roads. 

Upon  winning  the  award,  the  railroad  immediately 
spread  the  news.  Car  cards,  newspaper  write-ups  and 
full-page  advertisements  in  the  local  papers  told  the 
people  of  Grand  Rapids  that  the  great  honor  about  which 
they  had  already  been  informed  had  been  bestowed  upon 
the  railroad  of  their  city.  Many  business  houses  of  the 
city  congratulated  the  railroad  in  advertisements  carried 
in  the  local  papers  and  profited  with  the  company  in 
the  winning  of  the  award.  Resolutions,  congratulatocy 
letters  and  messages  poured  in  and  editorial  columns 
praised  the  city's  electric  railway  which  had  proved  itself 
supreme. 

Six  progressive  car  cards  told  the  story  in  an  effective 
manner.  They  related  that  Grand  Rapids  was  competing 
with  cities  such  as  Chicago  and  St.  Louis,  that  winning 
the  Charles  A.  Coffin  Award  corresponded  to  winning 


the  World's  Championship  in  baseball,  that  the  medal  if 
brought  to  Grand  Rapids  would  advertise  the  city 
throughout  the  world,  and  that  the  railroad's  biggest  asset 
was  the  splendid,  progressive  spirit  of  Grand  Rapids 
people.    The  copy  of  the  first  card  reads: 

To  our  patrons : 

Your  Street  Railway  is  competing  with  Chicago,  St.  Louis 
and  other  large  cities  for  the 

Charles  A.  Coffin  Gold  Medal 

given  each  year  to  the  street  railway  whose  achievements  repre- 
sent the  most  distinguished  contribution  for  the  benefit  and  con- 
venience of  the  public. 

If  Grand  Rapids  wins,  it  will  be  largely  because  of  your  sym- 
pathetic co-operation,  your  moral  support,  your  patronage. 

This  was  followed  by  a  card  pointing  out  the  im- 
portance of  the  award  to  the  industry  and  the  road 
winning  it. 

The  Charles  A.  Coffin  Gold  Medal  Will  Be 
Awarded  to  Some  City  Early  in  October. 

In  the  street  railway  industry,  it  is  like  the  World  Champicm- 
ship  in  baseball. 

We  are  after  this  "world  championship"  for  Graiid  Rapids.  If 
we  win,  it  will  be  more  of  a  victory  for  Grand  Rapids  and  Grand 
Rapids  people  than  for  the  Grand  Rapids  Railroad  Company. 

All  publicity  conveyed  the  feeling  that  the  city  and  its 
people  and  not  the  eflforts  of  the  railroad  were  responsible 
for  the  progressiveness  of  the  street  railway  system.  The 
people  were  made  to  believe  that  they  were  competing 


1052 


December  10,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1053 


and  that  in  the  event  of  winning,  the  victory  would  be 

theirs.    Another  of  the  cards  best  exemplifies  the  theme 

of  the  advertising  plan  as  a  whole: 

We  cannot  hope  to  compete  with  such  cities  as  Chicago  and 
St.  Louis  on  the  basis  of  miles  of  track,  number  of  cars  or  volume 
of  business.  But  we  have  an  asset  in  the  splendid,  progressive 
spirit  of  Grand  Rapids  people  with  which  we  do  not  hesitate  to 
challenge  the  world. 

//  We  Can  Win  the  Charles  A.  Coffin  Gold 
Medal  for  GrandRapids,  It  Will  Be  a  Triumph 
for  Your  City  and  for  You. 

Newspaper  publicity  supplemented  the  car  cards  in  re- 
lating the  purpose  and  history  of  the  contest,  the  names 
of  the  competing  railways  and  how  the  prize  of  $1,000 
would  be  given  to  employees'  benefit  organizations,  if 
won.  The  papers  also  pointed  out  that  the  brief  sub- 
mitted by  the  railroad  company  had  stressed  the  im- 
portance of  the  enthusiastic,  loyal  and  sympathetic  co- 
operation of  the  Grand  Rapids  municipal  authorities, 
newspapers,  civic  organizations  and  general  public  as  the 
predominating  argument  for  the  favorable  consideration 
of  the  judges. 

The  following  statements  by  Mr.  DeLamarter,  pub- 
lished in  the  local  papers  on  Sept.  30,  conveyed  a  feeling 
of  confidence  that  the  company  did  have  a  chance  against 
its  powerful  competitors : 

It  may  seem  presumptuous  to  some  of  the  bigger  companies  in 
the  street  railway  industry,  and  to  some  of  the  Grand  Rapids  peo- 
ple for  the  Grand  Rapids  Railroad  Company  to  enter  this  com- 
petition with  the  leading  companies  of  the  United  States,  but  we 
are  just  egotistical  enough  to  believe  that  our  showing  here  with 
our  new  electric  rail  coaches  and  other  innovations  is  rather  con- 
clusive evidence  that  "Grand  Rapids  Knows  How." 

If  we  should  win  this  award,  against  the  stiff  competition  of 
Chicago,  St.  Louis  and  the  other  large  cities  of  the  country,  it 
must  be  largely  on  the  strength  of  the  friendly,  constructive  assist- 
ance and  co-operation  we  have  had  in  Grand  Rapids.     In  sheer 


New  Rail  Coaches  Lead  In  Vrban  Transportation 


IHNCIHBI  I MAKE  AWARDS  re*  SAFETY 

■BlWttl    I 


fe&g? 


"  ''^'^''^ 


iiBsiramaBi 

nWlKSBK 
LMT.irsiMI 


r 


Employees 

d  A. 

Grand  Rapids  Railroad  Company 
Congratulations ! ! 

It  »  **h  plr«««.  lh(  Cc»d  RjpidiCU.L^Gw^»m  fi. 
l«HllUyai.iiiila  public  utby.  hrwmat  "ryirifcii  i,  m 
**  wimint  erf  die  cm  ««J  O*  In  A .  Ofti  AwmJ  md  Cold 
M«<U  B  coniMitiao  with  rhr  c  nn  oj  ou  whole  UniHd  Sue*. 

You  culocnen  we  ou  ciMoncn.  ind  Ihe  ham  won  )„  ycu 
coefwiy  i*  hon  won  (a  Cnnd  Ropidiind  oil  ib  pcofie: 

OvniMiuban  Uev^ 'etving  ihu  whole  coommm,  cm 
^^•'n ' ^l'  f|    ■      llllll  llipiMMiMJii X 

■V  te  Mtan-wide  hociot  thmigli  tervinf  Ac  p^  UMt. 

Congratulations ! ! 
Employees 

rf  A. 

Grand  Rapids  GasiLdght  Co. 


We  Congratulate 

The  Grand  Rapidi 

Railroad  Co. 

Tk  CMt  UM  Annl  J 


".Sii-.r^t'— 


■222    <2S    '30    135    MO 


Grombacber  &  Mi^or 


From  One  Shoxoman  to  Another 


Deal  Mr.  DcLamartcf;' 

We  know  what  it  means  to  a  theatre-  to 
have  gooci  attractiona  on  the  atage.     It  means 
the  same  thing  to  a  city  to  have  good  street 
cars  on  the  streets  —well  clresaed,  well  man- 
ned, well  managed.  Good  "Showmanship"  is 
an  asset  to  Grand  Rapids  precisely  as  it  is  to 
our  theatre.     We  think  we  know  something 
about  "good  shows".     You  have  produced 
one — in  every  sense  of  the  word— in  your 
spectacular  street  railway  improvements  in 
Grand  Rapids,     ^4o  wonder  you  got  the  big 
medal.     We  congratulate  you.  -  But  mo*ly 
we  congratulate  Grand  Rapids. 


Keith-Albec  TlMatre* 
a  F.Keith's.  Regent 


Local   merchants   and   companies   congratulated   the   railroad   in 
advertisements  carried  in  special  sections  of  the  local  papers 


A     WORLDS  CHAMPION 
WHO  ORINCiS  A  WORUDS 
<:-HAMPl<7N£MIP  TD 

ORAND     RAPIOS THE 

SKIPPER    OF  -rHETOlON 
TROULE.V«    WIN-S  TKE 
ei.ECTRIO  -nUHSPORTATION 
MEPAk  OF    MONOR     POR 
•       192.7 


Cartoon  appearing  in  the  "Razzing  the  Rapids"  section 
of  the  Grand  Rapids  "Herald" 

bulk  and  volume  of  business,  mileage  of  track,  number  of  cars, 
etc.,  we  could  not  hope  to  compete  successfully  against  the  great 
centers  of  industry  and  population. 

Public  relations,  economy,  progressive  methods,  safety  and 
efficiency  of  operation  are  not  elements  measurable  by  mere  size, 
so  on  these  points  the  Grand  Rapids  Railroad  Company  is  justi- 
fied in  entering  into  competition  with  any  of  them. 

The  business-like  preparation  of  the  advance  pub- 
licity served  well  the  purpose  for  which  it  was  intended. 
All  Grand  Rapids  had  contributed  and  upon  the  eve  of 
announcing  the  winner  all  Grand  Rapids  eagerly  awaited 


Herpolsheimer's  G>ngratulate« 
The  Grand  Rapids  Railroad  Co. 


— and 
GRAND  RAPIDS 
IS  STILL  CHEERING 

''T^.°^*'*:'';*:°~'~r*'*'*'*^"'^™-v''  '' 
^-— "-,■  ■  ■  "r;^  ""T  fl'™'  ''"^T?  "^""^  -^ 

na  OMNadoMl  BMk  Rm  StoW  to  TUa  rMgrM 


TTClLb^  'Tt^iit^       *  "T^ia I'J ^ 


oJ  Ban^/5r  £'verybod^ 


Grand  Rapidi'  New  Electric  Coache* 

ic^l  ^^^^^^WS^  1927 


"Grand  Rapids  is  a  Good  Place  to  Live" 


HerpolsKeimer  fhtKtress 


Another  page  from  a  "Gold  Medal"  edition.     All  Grand  Rapids 
rejoiced  in  the  victory  of  the  railroad  company 


1054 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24 


Grand  Rapids,  Mich.,  Oct.  26,  1927. 

Mr.  L.  J.  DeLamarter, 
Vice-President  and  General  Manager 

Dear  Sir: 

The  Grand  Rapids  Railroad  Company's  Em- 
ployees' Mutual  Protective  and  Benefit  Associa- 
tion wishes  to  again  congratulate  you  on  your  suc- 
cess in  winning  the  Charles  A.  Coffin  Award  for 
our  company.  We  also  appreciate  being  recog- 
nized as  helping  to  do  our  bit  toward  winning  this 
award  and  we,  as  an  association,  pledge  ourselves 
to  keep  our  shoulders  to  the  wheel  to  help  main- 
tain the  high  standard  which  has  been  achieved, 
and  we  stand  ready  to  help  in  any  further  cause 
you  may  desire  toward  the  betterment  of  our  com- 
pany. 

At  our  meeting  held  Tuesday,  Oct.  25,  it  was 
voted  to  extend  you  a  rising  vote  of  thanks  for 
the  $500  prize  money  and  the  splendid  entertain- 
ment furnished  us  on  the  19th,  which  was  greatly 
enjoyed  by  all  present.  It  is  very  pleasing  to  our 
members  to  hear  the  words  of  praise  spoken  by 
our  passengers  of  the  way  this  prize  money  was 
distributed  by  you,  and  we  wish  to  assure  you  that 
we  all  feel  proud  to  be  associated  with  a  company 
that  has  gained  such  high  honors. 

Very  truly  yours. 

Max  Hanna, 

Secretary  Grand  Rapids  Railroad  Company's  Employees' 
Mutual  Protective  and  Benefit  Association. 


"Proud  to  be  associated  with  the  company"  is  the  keynote  of  thii 
letter  from  the  employees'  protective  association 

the  decision  that  might  bring  to  their  city  the  title  of 
"Gold  Medal  City." 

When  the  news  broke  everyone  rejoiced.  The  stage 
had  been  set  and  the  citizenry  joined  the  railroad  in  ac- 
claiming the  victory.  The  company  officially  announced 
the  receipt  of  the  award   by   full-page  newspaper   ad- 


Grand  Rapids,  Mich.,  Oct.  13,  1927. 

Mr.  L.  J.  DeLamarter, 
Vice-President  and  General  Manager 
Grand  Rapids  Railroad  Company, 
Grand  Rapids,  Mich. 

Dear  Mr.  DeLamarter: 

We,  the  officers  and  members  of  Division  836, 
congratulate  you  and  the  Grand  Rapids  Railroad 
Company  for  the  opportunity  given  us  to  do  our 
bit  in  winning  the  Coffin  Award. 

We  realize  it  was  only  through  the  efforts  of 
you,  Mr.  DeLamarter,  that  this  was  made  pos- 
sible, and  we  again  congratulate  and  thank  you. 

Very  truly  yours, 

Claude  W.  Fisher, 

President  Division  836  Amalgamated  Association  of 
Street  and  Electric  Railway  En.p.oyees  of  America. 


Letter  of  appreciation  from  the  Amalgamated  Association  reveal- 
mg  the  fine  spirit  existing  between  the  employees  and  the 
management 


vertisements,  by  advertisements  carried  in  weekly  pub- 
lications and  by  car  cards. 

Newspapers,  merchants  and  railroad  all  joined  in 
capitalizing  the  victory,  for  on  the  day  following  the 
announcement  advertisements  congratulating  the  railroad 
on  its  accomplishment  were  given  to  the  papers  by  many 
local  companies  and  merchants,  as  well  as  two  railway 
equipment  manufacturers,  thfe  Haskelite  Manufacturing 
Corporation  and  the  St.  Louis  Car  Company.  One  paper 
devoted  an  entire  section  to  acclaiming  the  victory. 
Others  responded  with  "Gold  Medal"  editions. 

The  complete  success  of  the  railroad's  educational  plan 
was  best  evidenced  by  the  many  editorials  appearing  in 
the  newspapers  and  the  felicitations  tendered  Mr. 
DeLamarter  and  his  associates  by  civic  bodies,  publica- 
tions, social  organizations  and  other  groups.  There 
followed  resolutions,  telegrams  and  complimentary 
speeches.  The  enthusiasm,  which  became  universal,  was 
climaxed  by  a  dinner  gathering  at  which  Mr.  DeLamarter 
and  his  associates  were  paid  high  tribute. 

Typical  of  the  telegrams  congratulating  Mr.  DeLa- 
marter and  his  company  is  the  one  sent  by  the  Governor 
of  Michigan: 

Permit  me  to  congratulate  you  upon  award  of  Charles  A  CoflSn 
gold  medal.    It  is  splendid  recognition  of  work  well  done. 

Fred  W.  Green 
(Governor  State  oj  Michigmt) 

Another,  from  a  State  Senator,  shows  the  feeling  of 

indebtedness  inspired  by  the  railroad : 

Accept  my  congratulations  upon  having  received  the  Charles  A. 
Coffin  gold  medal.  The  city  of  Grand  Rapids  has  been  honored 
through  your  untiring  efforts  and  is  indebted  to  you  for  same. 
I  anxiously  await  your  return  to  congratulate  you  in  person. 

James  C.  Quinlan 
(Senator  State  oj  Michigan) 

Bespeaking  the  sentiments  of  the  entire  city,  the  Mayor 
of  Grand  Rapids  wired : 

Congratulations  on  receiving  the  Coffin  Award.  Your  work 
here  certainly  justifies  that  distinction.  The  entire  city  unites  in 
these  felicitations.  Elvin  Swarthout 

(Mayor  City  of  Grand  Rapids) 

A  desire  to  exhaust  all  the  capitalizing  possibilities  of 
receiving  the  honor  prompted  Mr.  DeLamarter  to  take 
further  steps.  At  a  big  party  for  all  the  company's  em- 
ployees two  checks  of  $500  each,  representing  the  cash 
prize  which  accompanied  the  Coffin  medal,  were  pre- 
sented, one  to  the  president  of  the  local  division  of  the 
Amalgamated  Association  of  Street  and  Electric  Railway 
Employees  of  America  and  the  other  to  the  president  of 
the  Grand  Rapids  Railroad  Company's  Employees' 
Mutual  Protective  and  Benefit  Association.  A  musical 
program  and  a  speech  by  Dr.  A.  W.  Wishart  of  Grand 
Rapids,  who  lauded  the  co-operation  of  the  employees 
and  management,  made  the  evening  a  most  enjoyable  one 
and  added  to  the  eiTectiveness  of  distributing  the  cash 
prize. 

A  final  ambassador  of  good  will  was  sent  forth  to  the 
people  of  Grand  Rapids  in  a  sincere  expression  of  ap- 
preciation of  the  "justice,  friendship  and  co-operation 
of  our  patrons,  the  city  government,  the  newspapers  and 
various  civic  organizations."  Tying  together  reproduc- 
tions of  the  Coffin  Medal,  the  City  Seal  and  the  com- 
pany's triangular  shaped  monogram  to  be  painted  on  the 
cars,  the  advertisement  struck  the  keynote  of  the  whole 
campaign. 

In  addition  to  placing  this  new  design  on  the  cars, 
gummed  paper  replicas  of  the  front  and  reverse  of  the 
medal  have  been  made  in  gold  for  use  as  stickers  on 
company  correspondence,  carrying  far  and  wide  the  in- 
formation that  Grand  Rapids  won  the  Coffin  Award. 


Wide-angle  full-vision  side  windows  with  42-in.  post  centers  add  to  the  attractiveiieis 


De  Luxe  Trend 

Shown  in  the  New  Brill  Car 


The  1928  model,  as  it  is  called,  has  grace- 
ful lines,  sloping  front  end,  motors  spring 
mounted  crosswise  of  trucks  using  Nuttall 
speed   reducing   units   with   helical   gears 


LIGHT  weight,  low  floor  height,  improved  appearance, 
greater  comfort,  increased  efficiency  and  less  noise 
-J  are  features  of  the  new  Brill  1928  model  electric 
car  which  was  shown  to  the  electric  railway  industry 
for  the  first  time  at  the  Cleveland  convention  and  has 
just  been  placed  in  service  on  one  of  the  surface  lines  in 
Brooklyn.  Tests  of  the  cars  were  made  in  Cleveland  im- 
mediately following  the  convention. 

This  development  in  car  construction  embodies  many 
features  that  are  entirely  new  to  the  electric  railway 
industry,  yet  at  the  same  time  it  retains  most  of  the 
fundamentals  in  design  and  construction  that  have  been 
responsible  for  the  economic  advantages  of  the  electric 
car.  In  the  design  of  this  car  the  Brill  company  has 
recognized  the  importance  of  substantial  construction  for 
safety  and  durability.  Low  maintenance  costs  have  been 
considered,  together  with  a  design  that  will  be  reason- 
ably light  in  weight  and  of  low  energy  consumption, 
rapid  acceleration  and  retardation  in  order  to  speed  up 
operating  schedules. 

While  all  of  the  radical  features  of  design  introduced 
in  this  car  are  of  particular  interest,  the  innovations  in 
the  trucks,  especially  the  manner  in  which  the  high-speed 
motors  are  mounted  and  the  method  that  is  used  to 
transmit  power  to  the  axles,  are  of  outstanding  impor- 


tance. Two  Westinghouse  3S-hp.  300/600-volt  d.c.  mo- 
tors are  supported  on  angle  brackets  between  the  end 
frames  and  transoms  so  that  their  entire  weight  is  spring 
mounted,  leaving  only  the  wheels,  axles,  roller  bearing 
journals,  brake  drums  and  half  of  the  gear  units  as 
unsprung  weight.  The  motors  are  connected  by  universal 
fabric  joints  to  the  specially  developed  reduction  gear 
unit  of  Nuttall  deep  helical  type.  The  gear  ratio  is 
8.38  to  1. 

This  achievement  is  the  result  of  three  years  of  experi- 
mental and  practical  engineering  development  together 
with  test  work.  The  Westinghouse-Nuttall  drive  is  a 
unit  of  gears  operating  entirely  in  oil  so  designed  that 
22-in.  wheel  trucks  may  be  used  with  greater  clearance 
under  the  motors  than  was  formerly  possible  with  26-in. 
wheels.  This  drive  is  quiet  running,  permits  the  use  of 
motors  higher  in  speed  and  lighter  in  weight  than  is 
usual,  and  makes  it  practicable  to  use  roller  bearings  for 
the  armature.  Axle  bearings  are  eliminated  from  the 
motor,  as  it  is  entirely  spring  borne  through  a  truck 
frame  suspension.  The  result  is  rapid,  smooth  accelera- 
tion, high  efficiency  and  low  maintenance  cost.  With 
the  gears  inclosed  and  constantly  lubricated,  it  is  logical 
that  gear  noises  will  be  reduced  to  a  minimum.  In  other 
general   features  the  trucks,  which  are  type  277-Ex-l, 


1055 


1056 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24 


The  equipment  cabinets  at  the  ends  fit  into  the  sloping  fronts 
and  give  a  finished  appearance 

conform  to  conventional  practice.  The  side  frames  are 
solid  forgings,  light  in  weight.  The  graduated  spring 
system  contributes  to  the  smooth  and  comfortable  riding. 
As  a  further  means  of  reducing  noise,  instead  of  using 
shoe  wheel  brakes  a  brake  drum  is  located  on  each  axle, 
against  which  a  set  of  clasp-type  brakeshoes  of  special 
design  are  pressed  by  means  of  a  separate  Westinghouse 
brake  cylinder  for  each  drum.  The  brake  mechanism  is 
of  the  external  contracting  clamp  drum  type  with  two 
shoes  or  blocks  per  drum,  the  shoes  being  of  a  special 
composition,  suspended  in  such  a  manner  that  they  are 
practically  noiseless.  By  mounting  the  cylinders  on  the 
truck  instead  of  on  the  car  body,  considerable  body  brake 
rigging  is  eliminated  which  would  have  a  tendency  to 
cause  rattling  and  disagreeable  noise.    The  air  brakes  are 


TABLE  I— TEST  ON  BRILL  1928  CAR.  CLEVELAND  RAILWAY 
—EUCLID  AVENUE  LINE  POWER  CONSUMPTION 

Car  Weight  30.000  lb.    Load  4.860  lb.     Total  34,860  lb. 
Four  Weatinghouae  Type  1425  Motora  8.38:1  Gear  Ratio  22-in.  Wbeeb 


Location 

Mileage       Meter  Reading 

Kw.-Hi 

.     Kw. 

-Hr.  per  CM 

Windermere 
Windermere     , 

13.22 

237.8 
270.5 

32.7 

2.47 

Windermere 
Windermere 

13.22 

277.8 
311.4 

33.6 

2.54 

105th  St, 
Windermere 

10.74 

330.0 
353.5 

23.5 

2.18 

Windermere 
Windermere 

13.22 

354.8 
386.7  1 

31.9 

2.41 

Windermere 
Windermere 

13.22               1 

387.7 
418.5 

30.8 

2.33 

Totals 

63.62 

152.5 

2.4 

Westinghoi 

ise   electro-pne 

iimati( 

:   t 

Ype. 

Timken    roller 

journal  bearings  are  used. 

The  car  body  is  constructed  of  pressed  steel  and  struc- 
tural shapes  with  aluminum  letter  panels  and  side  sheath- 
ing. The  body  design  conforms  generally  to  the  graceful 
lines  of  the  motor  bus.  While  a  tendency  is  shown  to 
reduce  weight,  particular  attention  has  been  given  to 
providing  necessary  strength  so  as  to  stand  up  under  the 
severe  requirements  of  electric  railway  operation.  Side 
sills  are  3-in.  x  3-in.  x  f^-in.  angles  and  end  sills  are 
of  a  box  type  built  up  of  two  3-in.  channels  as  sides 
with  top  and  bottom  plates.  Crossings  are  of  pressed- 
steel  fish-belly  type.  Outside  platform  knees  are  7-in. 
channels  and  center  platform  knees  are  3-in.  channels. 
Bolsters  are  of  the  box  girder  type  with  ^-in.  bottom 
plate,  |-in.  top  plate  and  ^-in.  web.  The  latter  are  fas- 
tened to  each  other  by  means  of  diaphragm  connections. 

The  body  frame  has  pressed  U  posts  of  No.  16  gage 
steel  and  a  double-belt  rail  of  aluminum,  2^  in.  x  |  irt. 


The  letter  panel  is  ^-in.  semi -hard  aluminum,  15^  in. 
deep.  Aluminum  gutters  form  the  top  molding  and 
half  oval  aluminum  is  used  for  the  bottom.  The  letter 
panel  has  U-pressings  at  the  top.    Panels  are  curved  at 


TABLE  II— ACCELERATION  TEST  ON  BRILL  1928  CAR.  CLEVELAND 
OHIO— OCT.   19.  20,   1927 


Car  Weight  30.000  lb.     Load  5.000  lb.     Total  35,000  lb. 

M.P.H. 

M.P.H.P.8 

Amperes 

M.P.H.P.S 

from 

from 

Test        per 
No.       \Iotor 

Trolley 

Distance 

Time 

from 

Motor 

Motor 

Volts 

Feet 

Seconds 

Distance 

Curve 

Curve 

Windermere  Yard 

I         177 

570 

20 

3.2 

2.7 

11.8 

3.7 

2         162 

565 

30 

1.9 

12.0 

2.6 

3         177 

563 

25 

2.4 

11.7 

3.1 

4         162 

563 

25 

2.1 

12.0 

3.0 

5         162 

548 

25 

3.0 

11.8 

3.5 

6         141 

562 

40 

2.0 

12.7 

2.4 

7         141 

557 

40 

2.4 

12.4 

2.6 

KuMman  Track — Toward  St.  Clair  Avenue 

8         150 

555 

30 

4.0 

2.6 

12.0 

3.0 

9         171 

563 

25 

3.4 

2.9 

11.6 

3.4 

10         186 

548 

15 

3.2 

2.0 

11.2 

3.5 

II         198 

530 

10 

2.0 

3.4 

10.6 

5.3 

12         204 

530 

10 

2.4 

2.4 

10.6 

4.4 

13         195 

553 

13 

2.6 

2.6 

10.9 

4.2 

14         201 

555 

13 

2.4 

3.1 

10.7 

4.4 

KuMman  Track — Away  from 

St.  Clair  Avenue 

15         207 

545 

15 

2.4 

3.5 

10.9 

4.5 

16         210 

535 

13 

2.6 

2.6 

10.5 

4.0 

17         213 

535 

13 

2.2 

3.7 

10.5 

4.8 

18         219 

545 

15 

2.2 

4.2 

10.5 

4.8 

19         225 

520 

10 

I.S 

4.2 

10.3 

5.7 

20         222 

535 

15 

2.0 

5.1 

10.4 

5.2 

21         165 

550 

40 

5.2 

2.0 

II. 5 

2.2 

22         174 

545 

40 

4.4 

2.8 

11.3 

2.6 

23         150 

565 

30 

4.2 

2.3 

12.2 

2.9 

the  floor  line  and  side  sheets  are  of  hard  aluminum, 
i  in.  thick.  The  window  sill  capping  is  No.  16  gage 
steel,  and  pressed  gussets  are  used  at  each  crossing.  The 
posts  have  ash  fillers  and  all  sheet  steel  is  copper  bear- 
ing. End  headers  are  eliminated  and  corner  posts  and 
end  carlines  are  of  special  design.  Joints  between  the 
window  sill  and  post  are  welded. 

Vestibules  have  a  width  of  7  ft.  at  the  car  body  and 
are  tapered  toward  the  front.  The  front  sash  is  sloping, 
similar  to  that  in  the  Springfield  car.  This  has  a  visor 
and  ventilator  in  back  of  it.  The  construction  below  the 
windows  is  also  of  the  Springfield  car  type. 

The  roof  is  ^-in.  plywood.  Roof  rafters  are  of 
pressed  U  shapes  filled  with  wood  and  not  cut.  The 
roof  is  fastened  to  the  rafters  with  glue  and  screws 
and  crowned  lO^-in.  Hoods  are  of  plywood.  Unusually 
low  floor  height  has  been  obtained  with  the  use  of  22-in. 
diameter  wheels.  This  small-diameter  wheel  was  made 
possible  only  through  the  use  of  smaller  motor  dimen- 
sions and  a  reduction  in  the  amount  of  equipment  under 
the  car  body.  The  car  floor  is  only  28^  in.  above  the 
rail.  Consequently  but  two  steps  are  required.  These 
are  stationary  inside  the  folding  doors.    The  first  is  15 


Motors  mounted  on  the  truck  frame  parallel  to  the  axles  are 
connected  to  gear  boxes  through  universal  joints 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1057 


in.  above  the  rail  and  the  second  13|  in.  to  the  car  floor. 
There  is  no  floor  ramp.  The  flooring  is  ItV-i"-  fir,  top 
dressed  and  treated  with  Saums  preservative.  The  floor 
is  laid  longitudinally  and  is  bolted  to  cross  members. 
There  are  no  trap  doors.  The  floor  covering  is  i\-in. 
battleship  linoleum,  green  in  color. 

On  the  roof  two  running  boards.  |  in.  thick  by  5^  in. 
wide,  extend  the  full  length  of  the  body.  The  trolley 
base  is  insulated  from  the  trolley  boards  with  rubberized 
felt.  Eight  steps  are  available  for  roof  mounting  and 
other  equipment  includes  roof  mats,  trolley  pole  hooks, 
gutters  over  doors,  etc. 

Inside  the  car  the  headlining  is  ;|^-in.  Agasote  extend- 
ing out  over  the  hoods.  It  is  finished  in  egg-shell  ivory. 
The  body  side  lining  is  of  continuous  plywood.  The 
joints  in  the  interior  are  constructed  with  leather  welts. 
The  interior  finish  is  fastened  in  place  through  Willard 
washers. 

There  are  eight  large  windows  on  each  side.  Rex 
single-sash  arranged  to  raise  are  used.  The  sash  finish 
is  statuary  bronze  and   windows   have   square   corners. 


designed  to  provide  maximum  passenger  comfort.  All 
seats  are  in  keeping  with  the  modern  trend  in  this  direc- 
tion. A  Brill  No.  1006  operator's  seat  at  each  end  is 
not  only  adjustable  for  leg  length  by  a  sliding  device 
but  is  also  adjustable  for  height,  and  is  reversible  so 
that  it  can  be  used  as  a  passenger  seat  when  the  car 
is  going  in  the  opposite  direction.  When  in  position 
it  is  locked  by  a  clamp.  Operating  equipment  is  con- 
cealed in  vestibule  cabinets  so  that  there  is  nothing  to 
mar  the  beauty  of  the  mahogany  interior  trim,  which  is 


Built  low  to  the  ground  the  Brill  1928  car  invites  prospective  pa^sen^tis.     >>>dlnuc  finish  lui  ilic  aueiitji  wiiii 
brown  leather  seats  with  sloping  cushions  and  backs  to  give  a  pleasing  effect 


Each  sash  has  two  locks  and  racks.  Plate  glass  j\  in. 
thick  is  used  in  the  stationary  front  sash  for  the  vesti- 
bules. The  small  side  sash  of  the  vestibules,  and  all  other 
glass  in  the  body,  side  windows  and  doors  are  of  ^-in. 
selected  Libbey  Owens  glass. 

Doors  are  li^-in-  mahogany  with  no  glass  below  the 
belt  rail.  The  doors  are  of  a  two-part  folding  type 
arranged  to  swing  outward  and  have  a  34-in.  opening  in 
the  clear.  They  are  located  at  each  corner  of  the  plat- 
form. Automatic  treadle  devices  are  placed  at  the  rear 
right-hand  side  doors.  For  operation  small-type  engines 
are  used.  The  car  being  arranged  for  one-man,  double- 
end  operation,  entrance  at  the  front  and  exit  at  the  rear 
insure  circulating  load. 

Bumpers  are  solid  with  a  projection  of  6  in.  They 
are  secured  to  the  vestibule  underframe  by  spring-steel 
brackets.    Bumperettes  are  provided  at  corners. 

Inside  the  car  body  Brill  type  201-B-l  passenger  seat* 
embody  a  slope  to  the  cushion  and  pitch  to  the  back 


stained  walnut.  This,  together  with  the  sloping  wind- 
shield at  each  end,  gives  an  inviting  appearance. 

The  exterior  paint  scheme  is  a  plain,  pleasing  combina- 
tion to  carry  out  the  streamline  effect.  Old  rose  or  clover 
club  color  is  used  for  the  main  body  panels  and  letter 
panels,  with  the  relief  trimmed  in  cream.  Striping  and 
decorations  are  of  gold  leaf.  The  roof  is  dark  green 
and  the  trucks  are  the  same  color  to  harmonize  with  it. 
The  finish  used  on  the  car  is  Duco. 

A  notice  "Watch  Your  Step"  is  stenciled  on  each 
step  riser,  and  the  words  "In"  and  "Out"  appear  over 
the  doors — "In"  for  the  front  doors,  and  "Out"  for  the 
rear  doors.  Inside  the  car  the  words  "Leave  at  Rear 
Door"  appear  on  the  ventilator  cover  over  the  operator's 
position. 

Located  over  the  vestibule  windows  in  the  letter  panel 
is  a  sign  of  the  Hunter  type  carrying  route  number  and 
destination  readings. 

To  obtain  data  on  the  performance  of  the  1928  model 


1058 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24 


car,  tests  were  conducted  over  the  tracks  of  the  Cleveland 
Railway  and  also  at  the  plant  of  the  G.  C.  Kuhlman  Car 
Company.  Information  was  obtained  showing  the  max- 
imum temperature  rise  of  the  motors  in  city  service, 
energy  consumption,  maximum  rate  of  acceleration  and 
retardation,  coasting  resistance,  and  freedom  from  noise. 
The  service  tests  were  made  on  the  Euclid  Avenue  line. 
To  approximate  the  average  all-day  load,  brake  shoes 
were  placed  on  the  car.     This,  together  with  the  test 


TABLE  III-BRAKING  TEST  ON  BRILL  1928  CAR,  CLEVELAND,  OHIO, 
OCT.  20,   1927 


Teet  Distsnce  to  Seconds  M.P.H.  at  Start 

No.  Stop  in  Feet  to  Stop  of  BrakinK 

1  «  *■*  ill 

2  75  5.0  20.5 

3  85  5.4  21.5 

4  80  5.0  21.8 
•5  110  6.2  24.2 

»»6  100  6.0  22.7 

••7  85  5.5  21.1 

..8  110  5.8  25.9 

•*9  no  6.0  25.0 
•  Emergencjf  braking  from  dead-man's  handle. 
♦♦  Emergency  braking  from  air  brake  handle. 


M.P.H.P.S. 
Braking  Rate 
4.4 
4.1 
4.0 
4.4 
3.9 
3.8 
3.8 
4.5 
5.0 


observers,  gave  a  total  load  of  5,000  lb.  With  the  30,- 
000  lb.  weight  of  the  car,  this  made  35,000  lb.  for  the 
average  weight  of  the  car  in  all  day  service.  For  con- 
venience in  segregating  the  various  data  the  line  was 
divided  into  sections,  one  being  in  a  congested  district 
and  another  in  a  non-congested  condition. 

In  the  test  to  determine  energy  consumption  the  meter 
was  connected  to  read  only  the  energy  supplied  to  the 
traction  motors  and  did  not  include  that  used  by  lights, 
heaters  or  compressors.  Accompanying  tables  show  the 
data  obtained.  The  tests  show  an  average  of  2.4  kw.-hr. 
per  car-mile  for  63.6  miles  operation  between  Winder- 
mere and  the  public  square.  Energy  used  in  turning  the 
car  at  Windermere  and  other  operation  not  representative 
of  revenue  mileage  was  neglected.  Operation  was  during 
the  most  congested  hours  when  stops  were  most  frequent. 
Due  to  operation  between  cars  on  regular  runs,  the  car 
was  not  operated  in  the  same  manner  as  would  be  a  car 
in  revenue  service,  since  acceleration  and  braking  in  many 
cases  were  faster.  In  the  service  on  Euclid  Avenue 
there  were  no  hills,  hence  no  power  is  included  for  the 
effect  of  grades  as  encountered  in  most  cities.  The  re- 
sults, however,  show  what  can  be  expected  for  the  service 
and  grades  on  this  particular  line. 

To  determine  acceleration  rates,  the  car  was  tested  on 
a  section  of  tangent  and  practically  level  track.  Starting 
was  from  the  same  point  in  all  tests,  the  controller  handle 
being  moved  by  the  operator  at  practically  a  uniform 
rate.  Meters  gave  the  trolley  voltage  and  current  per 
motor.  The  time  to  reach  full  parallel  position  of  the 
controller  was  recorded  and  the  distance  from  the  start 
to  the  end  of  the  acceleration  on  resistance  was  also  ob- 
tained. Readings  were  made  instantaneously  and  simul- 
taneously. 

No  attempt  was  made  to  obtain  the  maximum  accelera- 
tion during  every  test  and  the  results  in  the  table  are  for 
•  various  rates  to  ascertain  the  effect  on  both  the  car  and 
passengers  during  normal  and  high  car  acceleration.  In 
one  test  more  than  5  m.p.h.p.s.  acceleration  rate  was  ob- 
tained. The  wheels  were  just  at  the  slipping  point  and  it 
would  therefore  appear  that  this  rate  is  the  maximum 
possible.  This  is  probably  three  times  as  high  as  is  nor- 
mally employed  on  most  railways.  In  regular  operation 
acceleration  rates  of  2  to  2\  m.p.h.p.s.  can  be  maintained 
without  difficulty. 

In  making  the  test  for  high  and  maximum  braking 


rates,  the  car  speed  was  obtained  by  measuring  the  dis- 
tance covered  from  the  time  the  brakes  were  applied  to 
standstill,  and  recording  the  time  for  this  distance.  From 
these  observations  car  speed  and  retardation  rates  were 
calculated.  Tests  were  made  to  obtain  average  service 
braking  as  well  as  emergency  results,  this  latter  being 
from  both  the  dead  man's  feature  and  the  emergency 
position  of  the  air-brake  handle.  The  emergency  results 
from  the  dead  man's  handle  showed  3.9  m.p.h.p.s.  braking 
rate.  Emergency  stops  made  with  the  air-brake  valve 
gave  rates  from  3.8  to  5  m.p.h.p.s.  An  accompanying 
table  gives  other  tests.  These  braking  rates  are  very 
high  for  street  cars,  but  were  not  sufficient  to  cause  dis- 
comfort to  a  passenger  except  at  the  final  jerk  when  the 
car  came  to  a  stop.  In  service,  when  the  operator 
applied  the  brake  to  slow  down  at  a  high  rate  and  then 
eased  off  before  stopping,  the  sensation  of  high  braking 
rate  was  not  objectionable.  These  tests  indicated  that 
braking  rates  of  from  3  to  4  m.p.h.p.s.  could  be  obtained 
in  revenue  operation  if  the  car  were  late  and  an  attempt 
made  to  make  up  time. 

To  obtain  values  of  coasting  resistance,  a  section  of 
tangent  and  approximately  level  track  between  Highland 
and  Cove  Avenues  on  Clifton  Boulevard  was  measured 
accurately  to  obtain  the  distance  between  poles  over  a 
stretch  of  twelve  pole  spacings.  The  car  was  accelerated 
to  a  speed  of  20  to  25  m.p.h.  and  power  then  shut  off  a 
short  distance  from  the  first  pole.  At  the  first  pole  a 
stop  watch  was  read  and  the  time  obtained  for  each  pole 
spacing  as  the  car  coasted  past.  From  this  time  and  the 
distance  the  average  speed  in  the  section  was  obtained. 
The  rate  of  decrease  of  this  average  speed  is  the  retarda- 
tion rate  of  the  car.  Tests  were  repeated  several  times 
from  various  speeds,  and  in  both  directions  to  compensate 
for  any  slight  wind  velocity  and  for  any  grade.     The 


GENERAL  DIMENSIONS  OF  BRILL  1928  MODEL  CAR 

Length  over  corner  poets 30  ft.    0    in. 

Length  over  vestibules 39  ft.    8    in. 

Length  over  bumpers 40  ft.    8    in. 

Length  of  platform  over  vestibule 4  ft.  10    in. 

Length  of  tran.'^verse  seats 35    in. 

Width  of  oar  at  belt  rail 8  ft.     4    in. 

Extreme  width 8  ft.     4J  in. 

Height,  rail  to  top  of  floor 28J  in. 

Height,  top  of  floor  to  top  of  roof 7  ft.     2    in. 

Height,  floor  to  underside  of  ceihn^  at  centers 6  ft.  10    in. 

Height,  floor  to  belt  rail 30}  in. 

Height  of  window  opening 29 J  in. 

Height,  rail  to  top  of  step 15    in. 

Height,  top  of  step  to  platform  floor 1 3}  in. 

Truck  centers 20  ft.    0    in. 

Truck  wheelbase 4  ft.     10  in. 

Seat  centers 2  ft.    7    in. 

Post  spacing 42    in. 

Siie  of  wheels 22    in 

Seating  capacity 45 

Weight  of  car  body.: 12,636  lb 

Weight  of  seats 1,814  lb; 

Weight  of  electric  control  apparatus 1 ,300  lb* 

Weight  of  air  brakes 1,200  lb] 

Weight  of  trucks  less  motors  and  gears 9,026  lb] 

Weight  of  motors  and  gears 4,024  lb] 

TotaJ  weight  of  car  complete  ready  to  run 30,000  lb] 

results  show  the  resistance  varying  from  32.1  lb.  per  ton 
at  25  m.p.h.  to  13.7  lb.  per  ton  at  10  m.p.h.  These 
values  of  retardation  resistance  are  for  coasting  only  and 
do  not  represent  values  of  train  resistance  during  the 
time  the  motors  are  drawing  power  from  the  line.  Dur- 
ing acceleration  the  train  resistance  is  less  than  the  values 
given  above  for  coasting  resistance. 

Tests  of  heating  showed  that  the  motor  capacity  was 
ample  for  the  service.  The  maximum  temperature  rise 
obtained  was  31.5  deg.  C.  Observations  of  noise  made 
by  the  car,  both  inside  and  outside,  showed  considerably 
less  than  on  most  cars.  This  was  due  to  the  small  value 
of  unsprung  weight,  which  reduces  noise  at  rail  joints  and 
on  special  work,  and  to  decreased  noise  in  gearing. 


San  Francisco  Purchase  Urged 

Delos  F.  Wilcox  recommends  to  city  that  it  take  over  railway  properties  as  the  franchises 
expire.    OflFer  of  $  1 ,000,000  for  California  Street  Railway  and  ^20,000,000  for 

Market  Street  Railway  suggested 


SAN  FRANCISCO  received  a  preliminary  report  on  Wilcox  says,  may  be  considered  as  the  amount  of  money 

its  street  railway  problem  submitted  by  its  expert,  which  the  city  could  afford  to  pay  for  this  property  with- 

Dr.  Delos  F.  Wilcox,  under  date  of  Nov.  1,  1927,  the  hope  of  being  able  to  pay  operating  expanses  and 

and  it  is  now  available  in  printed  form.     It  is  devoted  interest  on  the  investment  under  a  5-cent  fare, 
primarily  to  recommendations  as  to  action  by  the  city  The  property  of  the  Market  Street  Railway,  the  prin- 

following   the   early   expirations   of    a   number   of   the  cipal  privately  owned  line,  was  valued  by  the  California 

franchises  of  the  two  street  railway  companies  now  of)er-  Railroad  Commission  engineers  as  of  Dec.  1,  1916,  and 

ating  in  San  Francisco.    There  are  also  comments  on  the  in  the  reorganization  case  these  engineers  brought  the 

policy  of  unification  of  these  systems  with  the  present  figures  by  book  additions  and  deductions  up  to  June  30, 

San  Francisco  Municipal  Railway,  all  to  be  under  munic-  1920.    The  figures  on  four  bases  as  found  by  them  at  that 

ipal  ownership  and  operation.  time  follow : 

One  of  these  roads,  the  California  Street  Cable  Rail-  Historical  reproduction  cost  $29,929,069 

way,  operates  a  narrow  gage  cable  railway  with  1 1  miles  Historical  reproduction  cost,  less  depreciation 24,677^808 

of  single  track,  and  its  franchises  expire  in   1929.     Dr.  Reproduction  cost  new,  based  on  average  prices  of 

■.,,-,      ^  -J  .,     ,  ..        ,  ,,         ^   ,       ^  the  three-year  period  ended  June  30,  1920 50,571,625 

Wilcox  considers  that  operation  by  cable,  at  least  over  Reproduction  cost  new,  less  depreciation 40;700;987 

large  portions  of  the  route  of  this  company,  should  be  con- 
tinued. The  company  has  no  funded  debt.  On  its  $1,000,-         Commenting  on  these  bases,  Dr.  Wilcox  says : 
000  of  capital  stock  it  has  been  paying  dividends  of  7.2  Historical    reproduction    cost    as    found    included   the   present 

per  cent,  though,  of  late,  these  dividends  have  not  been  "^"^^^  ^^u^  '"'"'^  ^.'  u  *'',^  "^^It  °^  ^'i  appraisal,  plus  an 
'^  ,.  ^  '  ^.  rr,,  ,  ,  .,  r  amount  tor  other  property  based  on  the  actual  work  done  and  the 
earned  in  current  operation.  They  have  been  paid  out  of  actual  quantities  in  place  at  the  date  of  the  appraisal  and  an  esti- 
accumulated  surplus.  .  mate  of  what  the  actual  cost  properly  chargeable  to  capital 
In  1926  the  total  operating  revenue  was  $532,537,  or  i'^'^o""*  ^ad  been.  This  estimate  included  contingencies  in  vary- 
,o  1^  .  -It,  ^  .Li  J.-  •  L  '"S  percentages  applied  to  individual  accounts,  and  general  over- 
38.24  cents  per  car-mile,  but  the  operating  income  after  heads  for  engineering,  law  expenditures,  interest  during  con- 
taxes  and  depreciation  was  only  $9,858.  During  the  struction,  injuries  and  damages,  taxes  and  miscellaneous  expenses 
first  half  of  1927  there  was  an  operating  deficit.  This  aggregating  about  134  per  cent  of  the  base  cost  of  the  structural 
poor  recent  showing  is  due  in  large  part  to  extraordinary  ■"'niTtoHcal  reproduction  cost  less  depreciation  was  intended  to 
expenses  for  personal  injuries,  which  during  this  six-  represent  the  historical  cost  new  as  above  defined,  less  accrued 
month  period  amounted  to  more  than  31  per  cent  of  depreciation  "considered  solely  from  the  physical  condition  stand- 
4.U  <-•  •  ^  -c  ^u  1  1.  n  irm  i  point  and  estimated  on  the  straight-line  theory,  the  data  form- 
ino.P  f  "^  receipts.  For  the  last  five  years-1922  to  f„g  t^e  necessary  elements  of  agf  and  life  being  fixed  respec- 
1926  inclusive — this  charge  was  only  5.28  per  cent,  a  tively  from  the  records,  inspection  and  the  experience  of  this 
more  reasonable  figure,  though  still  nearly  double  that  company."    In  its  effect,  the  finding  of  accrued  depreciation  as 

on  the  municipal  railway  and  Market  Street  Railway.  ^  ^'o%rct^'o^n!riti£"or'V'ofher"rr'g  lUTu^hh^: 

Basis  of  Valuations  Adopted  what  it  would  have  been  worth  if  new.    On  the  basis  of  estimated 

cost,    the    average    condition    of    the    investment    as    found    was 

No  valuation  of  the  company's  property  has  been  made  slightly  higher,  namely,  82  per  cent. 
,        ,      „    .,           ^           .     .  ^       ■'      r     ^      y           ,         ,          ,  The  term  reproduction  cost  new  as  used  in  this  appraisal  was 

by  the  Railway  Commission  or  city  engineer,  but,  based  defined  as  "the  estimated  cost  in  cash  of  reproducing  the  physical 

on  the  city   engineer's  figures   for   somewhat   similarly  property  of  the  public  utility  in  the  State  of  California,  as  of  the 

situated  cable  lines  belonging  to  the  Market  Street  Rail-  ^^*«,  °^  valuation,  to  which  is  added  the  value  of  all  lands,  based 

.,  ,      ^.  *^   °  r  .1       r-  i-j-        •      o^       ^  O"  t^e  market  value  of  adjacent  and  similar  lands,  the  actual 

\yay,  the  reproduction  cost  new  of  the  California  Street  or  estimated   cost  of  acquiring   franchises,   water   rights,   etc., 

line  is  estimated  at  $1,938,432.      If   30  per  cent   is  de-  and  the  estimated  cost  of  overhead  expenditures  for  engineering, 

ducted  for  depreciation  and  $125,000  for  paving  which  '^w.-   '"terest   and   similar   items."     As   above   shown,   the   price 

1,1,  ,      .1         ■■  ■     i-  r   ii       r  basis  used  was  the  average  of  construction  costs  for  the  three- 

would  belong  to  the  city  upon  expiration  of  the   fran-  ,.ear  period  ended  June  30,  1920.     That  date  was  approximatelv 

chises,  the  amount  left  would  be  $1,231,902.  at   the   peak   of  the   street   railway  construction   costs   following 

If   the    California    Street   line   was    taken    over    Dr.  'he  war. 
Wilcox  points  out  that  the  city  would  lose  the  taxes  Dr.  Wilcox  says  that  the  1920  figure  for  reproduction 

now  paid  by  the  company,  which  last  year  amounted  to  cost  new,  quoted  above,  obviously  does  not  show  its  value 

$49,858,  but  that  amount  would  be  saved  from  the  oper-  now  or  in  1929,  when  the  franchises  expire.     With  the 

ating  expenses.    On  the  other  hand,  the  trainmen's  wages  historical  reproduction  cost  the  condition  is  very  different 

would  have  to  be  increased  from  the  company's  standard  as  it  can  be  easily  brought  up  to  date.     He  estimates  the 

of  $1.12  per  car  per  hour  to  the  municipal   railway's  historical  reproduction  cost  as  of  Dec.  31,  1926,  for  the 

standard  of  $1.63  per  car  per  hour.    On  the  basis  of  car-  company  and  its  suburban  subsidiaries  at  $30,803,280, 

hours  run  in  1926  the  increase  in  trainmen's  wages  would  He  then  deducts  30  per  cent   for  depreciation,  which 

be  $98,910.     On  the  basis  of  the  company's   five-year  brings  this  figure  to  $21,562,296,  from  which  he  says  a 

average  the  operating  income  available  for  return  would  paving  item  of  $2,955,019  could  properly  be  deducted, 

then    be    approximately    $26,000    per    annum,    or    the  as  it  would  belong  to  the  city  on  the  expiration  of  the 

equivalent  of  5  per  cent  on  $520,000.     This  figure,  Dr.  franchises. 

1059 


1060 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24 


The  report  gives  a  list  of  the  outstanding  securities  of 
the  Market  Street  Railway  on  Dec.  31.  1926.  with  the  par 
value,  which  was  $43,821,450;  their  market  price,  five- 
year  average,  which  was  $21,966,581,  and  their  market 
price,  1926  average,  which  was  $19,622,834. 

The  report  also  mentions  another  method  of  valuing 
the  property,  i.e.,  on  its  earning  basis.  The  average 
yearly  income  during  the  past  five  years  was  $1,537,224. 
This  sum,  capitalized  at  7  per  cent,  would  call  for  a  value 
of  $21,960,343. 

The  city  engineer  in  1921  also  made  a  valuation  of  the 
property,  using  as  a  basis  the  detailed  inventory  which 
the  commission's  engineer  has  prepared,  but  brought 
up  to  date.  The  unit  prices  applied  to  this  inventory 
were  averages  for  the  five-year  period  from  1913  to  1917. 
This,  in  the  main,  Dr.  Wilcox  says,  meant  pre-war  prices, 
modified  to  some  extent  by  the  upward  trend  of  the  last 
two  years  of  that  period.  On  this  basis  the  city  engineer 
obtained  a  reproduction  cost  new  value  of  $35,273,442. 
On  the  basis  of  a  75  per  cent  condition,  i.e.,  a  deduc- 
tion of  25  per  cent  for  depreciation,  the  value  became 
$26,366,366.  This  historical  reproduction  cost  figure  as 
brought  up  to  date  by  Dr.  Wilcox  by  additions  to  capital, 
but  with  30  per  cent  allowed  for  depreciation,  becomes 
$25,909,421. 

In  1920,  when  the  city  engineer  (Mr.  O'Shaughnessy) 
valued  the  property,  he  reported  to  the  Mayor  and  Board 
of  Supervisors  that  a  conservative  estimate  of  the  re- 
production cost  of  the  property,  less  depreciation,  was 
not  less  than  $35,000,000,  and  gave  $40,000,000  as  a  fair 
price  for  the  city  to  pay  for  all  of  the  properties,  including 
the  suburban  lines.  Dr.  Wilcox  thinks  that  subsequent 
events,  such  as  decrease  in  the  rate  of  traffic  development 
expected,  increase  in  operating  expenses  and  continuance 
of  the  5-cent  fare,  have  had  the  eflFect  of  eliminating  all 
franchise  value  from  the  picture.  Material  prices  are 
also  much  lower  than  in  1 920,  but  labor  costs  are  not  less. 
Based  on  comparisons  between  historical  reproduction 
new  in  1921  and  reproduction  costs  new  in  1927,  as  de- 
termined in  Los  Angeles,  Dr.  Wilcox  estimates  the  Jan. 
1,  1927,  reproduction  costs  new  of  the  Market  Street 
Railway  property  at  $44,756,188.  With  a  deduction  of 
30  per  cent  for  depreciation,  this  figure  would  become 
$31,329,322. 

Dr.  Wilcox  finds  the  system,  as  street  railways  go.  a 
good  property  and  maintained  in  good  operating  con- 
dition, but  containing  considerable  "deadwood."  By  this 
he  means  a  number  of  poorly  paying  lines,  kept  in  service 
for  one  reason  or  another.  If  the  city  should  take  over 
the  property,  he  thinks  it  would  be  a  mistake  to  retain 
many  of  these  lines  in  operation. 

Last  year  the  Market  Street  Railway  carried  198,- 
030,769  revenue  passengers,  slightly  fewer  than  in  1925, 
but  more  than  in  1924,  and  6,000,000  more  than  in  1922, 
the  first  full  year  of  operation  after  the  company  ac- 
quired the  prof)erties  of  its  predecessor,  the  United  Rail- 
roads. It  is  paying  interest  on  about  $12,000,000  of 
bonds,  but  has  paid  no  dividends  since  1923.  In  the 
opinion  of  Dr.  Wilcox,  the  company  apparently  could 
go  on  operating  as  at  present  under  a  5-cent  fare  and 
still  maintain  its  solvency  for  an  indefinite  period,  pro- 
vided it  could  hold  its  wage  rate  at  the  present  level  and 
its  present  traffic  against  the  inroads  of  the  municipal 
railway  competition,  and  could  continue  its  present 
policy  of  building  no  extensions.  But  if  it  paid  the 
wages  that  the  municipal  lines  pay,  he  thinks  its  opera- 
tions would  immediately  show  a  deficit  before  charges. 

The  testimony  of  Dr.  Wilcox  on  what  the  municipal 


road  has  done  under  a  5-cent  fare  is  particularly  inter- 
esting. The  first  unit  of  the  municipal  railway  was 
placed  in  operation  Dec.  28,  1912.  The  system  now 
embraces  64.55  miles  of  track  in  sole  ownership  and 
operation,  5.15  miles  of  track  operated  and  jointly  owned 
with  the  Market  Street  Railway  and  4.42  miles  of  spurs 
and  carhouse  track.  It  owns  224  passenger  cars  and 
nineteen  buses. 

Its  total  fixed  property  investment  as  of  June  30,  1927, 
was  $8,969,134,  representing  the  actual  cost  new  of  the 
property,  exclusive  of  materials,  supplies  and  other  cur- 
rent assets.  Of  this  amount  $300,000  represents  funds 
contributed  from  taxes  and  the  payment  of  interest,  elec- 
tion and  other  costs,  incidental  to  the  launching  of  the 
enterprise.  For  the  balance  of  the  investment,  about 
$8,670,000,  the  system  is  now  indebted  in  the  amount  of 
$3,295,000  of  bonds  outstanding.  Some  of  the  rest  of 
the  original  costs  have  been  provided  from  the  earnings, 
either  through  original  construction  or  through  the  sub- 
sequent amortization  of  bond  issues.  The  amount 
actually  provided  for  accrued  depreciation  is  $3,117,536; 
of  this  amount  $82,405  has  been  used  for  retirements, 
the  balance  for  new  construction. 

During  the  14-^  years  of  existence  its  operating  rev- 
enue and  interest  income  has  amounted  in  the  aggregate 
to  $36,088,461.  After  the  deduction  of  operating  ex- 
p)enses  and  bond  interest  charges  the  actual  surplus  left 
is  $2,834,939.  This  figure  does  not  include  any  allow- 
ance for  taxes,  though  the  city  is  required  by  charter  to 
set  up  for  the  system  "comparison  charges"  for  taxes 
it  is  not  required  to  pay,  but  would  have  been  paid  if 
the  system  had  been  operated  by  a  private  corporation. 
These  charges  amount  during  the  period  in  question  to 
$3,148,672.  With  this  item  charged  against  earnings  the 
nominal  deficit  of  the  municipal  railway  would  be  $313,- 
733  for  the  14^  years.  The  author  says:  "No  competent 
investigator,  not  blinded  by  prejudice,  could  deny  that 
the  Municipal  Railway  of  San  Francisco  has  achieved 
notable  financial  success  under  the  5-cent  fare.  If  the 
municipal  railway  had  been  less  favorably  managed  in 
the  past  and  now  had  to  pay  interest  on  a  debt  equal  to 
the  cost  of  the  property,  less  the  depreciation  provided, 
its  interest  charges  for  the  last  fiscal  year  would  have 
been  $113,000  greater  than  they  were.  Also,  the  munic- 
ipal railway  has  increased  the  wages  of  its  employees, 
giving  them  an  annual  two  weeks  vacation  with  pay  and 
provided  for  employees'  pensions,  until  it  can  no  longer 
be  said  that  street  railway  men  under  the  standard 
established  by  the  city  of  San  Francisco  are  being  ex- 
ploited either  for  the  sake  of  profits  or  in  the  interest 
of  maintaining  a  low  fare  for  the  benefit  of  car  riders." 
He  thinks,  however,  that  only  by  substantial  economics 
in  the  future  can  this  wage  scale  and  the  5-cent  fare  be 
retained  on  the  municipal  railway  and  suggests  that  fu- 
ture amortization  of  capital  be  cared  for  by  a  special  tax 
on  land  benefited  by  good  transportation  service. 

Recommends  Cash  Offers  for  Both  Lines 

Dr.  Wilcox's  recommendation  for  the  California 
Street  Cable  Railroad  is  that  it  should  be  notified  that  the 
city  will  not  renew  its  franchises  beyond  their  expira- 
tion date  of  Feb.  17,  1929,  but  will  give  the  company 
$1,000,000  for  its  operative  property,  "or  in  the  alter- 
native, the  estimated  actual  cost  of  the  existing  units  of 
useful  and  necessary  property  other  than  land,  less  the 
depreciation  accrued  therein  from  all  causes,  to  be  de- 
termined by  the  Railroad  Commission  as  the  historical 
reproduction  cost  of  the  structural  property,  less  de- 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1061 


preciation,  exclusive  of  paving,  plus  the  present  market 
value  of  the  land  at  Hyde  and  California  Streets,  as 
fixed  by  the  Stafford  appraisal." 

For  the  Market  Street  Railway,  he  recommends  the 
city  notify  that  company  that  it  will  not  renew  any  of 
its  franchises  when  they  expire,  and  that  after  Sept.  20, 
1929,  it  will  not  permit  continued  operation  by  the  com- 
pany of  the  lines  on  which  its  franchises  have  expired. 
This  company  should  be  offered  $20,000,000  for  its 
operative  property,  within  the  city  and  county  of  San 
Francisco,  including  lines  under  lease  and  controlled 
through  stock  ownership,  "or  in  the  alternative,  the 
estimated  actual  cost  of  the  existing  units  of  useful  and 
necessary  property  other  than  land,  less  the  depreciation 
accrued  therein  from  all  causes,  to  be  determined  by  the 
Railroad  Commission  as  the  historical  reproduction  cost 
method"  with  deductions  and  additions  as  in  the  previous 
case.  If  the  company  declines  to  accept  either  of  these 
alternatives,  the  city,  subject  to  the  approval  of  the 
voters,  would  require  the  companies  to  cease  operation 
on  the  sections  whose  franchises  have  expired  and  to 
remove  its  tracks.  The  city  would  then  take  immedi- 
ate steps  to  build  extensions  of  the  municipal  railway 
on  those  routes  where  the  city  wished  operation  con- 
tinued. It  would  also  acquire  joint  interest  on  all  track 
still  owned  by  the  company,  under  unexpired  franchises, 
on  streets  chosen  for  extensions  of  the  municipal  railway. 


W.,  B.  &  A.  Electric  Railroad 
Conducts  Prize  Quiz 

By  H.  T.  Connolly 

General  Manager  Washington,  Baltimore  &  Annapolxs  Railroad 
Baltimore,  Md. 

ONCE  more  the  Washington,  Baltimore  &  Annapolis 
Electric  Railroad,  Baltimore,  Md.,  has  hit  on  a 
novel  way  of  calling  attention  to  itself  and  its  services. 
The  W.,  B.  &  A.'s  latest  idea  is  to  arouse  among  the 
people  of  Baltimore  an  interest  in  the  various  show  places 
of  Washington  (40  miles  distant)  by  the  simple  device 
of  asking  questions  and  by  offering  a  few  prizes  for  cor- 
rect answers.  The  prizes  are  modest ;  they  are  enameled, 
metallic  pencils.  The  railway's  advertisements  have 
stressed  the  prizes  as  little  as  possible. 

The  aim  is  not  so  much  to  inspire  an  increase  of  tourist 
traffic  from  Baltimore  to  Washington  as  to  associate  the 
ideas  of  Washington  and  the  W.,  B.  &  A.  in  the  minds 
of  all  who  read  the  advertisements.  This  is  important, 
because  the  road  is  in  active  competition  for  passengers 
with  two  steam  railroads  and  a  motor  coach  line. 

The  questions  appear  in  series  of  five.  The  first  ap- 
peared in  the  Baltimore  evening  newspapers  of  Nov.  14. 
Simultaneously  a  letter  was  sent  to  school  teachers  ask- 
ing them  to  call  the  attention  of  their  history  and  civics 
classes  to  the  contest.  All  the  questions  were  as  simple 
and  easy  as  it  was  possible  to  make  them.  All  but  one 
suggested  some  place  in  Washington  worth  visiting  and 
that  one  suggested  the  means  of  doing  it.  Where  does 
President  Coolidge  live?  Where  is  George  Washington 
buried?  Where  does  the  United  States  Supreme  Court 
meet?  Where  does  the  government  print  its  one  dollar 
bills?  What  high-speed  electric  line  runs  from  down- 
town Baltimore  to  down-town  Washington? 

A  few  minutes  after  the  earliest  editions  of  the  news- 
papers had  appeared  the  first  set  of  answers  was  de- 
livered by  the  contestant  in  person.    The  next  day's  mail 


brought  more  than  500  answers.  It  had  been  antici- 
pated that  nearly  all  would  be  from  school  children,  but 
a  remarkably  large  number  were  from  adults.  It  had 
also  been  anticipated  that  the  great  majority  would 
answer  all  five  questions  correctly  and  notice  had  been 
given  that,  since  only  25  pencils  were  available  for  dis- 
tribution, priority  would  be  given  to  the  papers  received 
in  the  first  mail.  But  though  the  number  of  correct 
papers  was  well  above  25,  many  others  were  amusingly 
inaccurate.     It  was  very   significant,  however,  that  all 


Can  You  AnsM^er 

These  Questions 

About 

Washington? 

In  order  to  awaken  a  new  Inicreat  in  oui  National 
CaptiaL  (he  W    B  b  A    ha>  ioitituied  a  aenee  of 

CAPn-AE.  QUESTIONS  CONTESTS 

dealinKwiihthecityofWaihington.  IheFedetaiGov 
various  pnuee  of  American  bistot? 


AhIcj  for 
Annuering  Capital 


TKS  dm  HiB  W  OIK  CwlUtQwHM 


Vhan  m  Cimi  "utMi^Tiiii  bwMT 


AHMhfr  Scria  al  QauDoM  will  be  pnbtuhcd  in  next  MoniUy  Evinint'*  P>pin 

^shingtoaBaltimore&Annapolis    A 
Dectric  Kailroad  Co. 


KAtTIMOU  TERMINALi  HOWAJtD  ft  LOMBARD  STVE7I& 


Toni^W8~ 


lh«  W.  B.  a  A.  PreMIltl 
THE  HAWAHAN 
MELODY  BOYS 


Staticm^RC 


Answers  to  This  Week's 

Capital  Questions 


Al    the  Bureau  iil  En|r»viiit. 
Wutimiton.  D  C 

Another  te,  of  ^uftfiomwiilbe  pub- 
lifhrd  m  ncKl  McNxJay  eveninf'i 
popen  A  lenuini  Aulopoint  pencil 
will  be  mailed  brllieWB  hA  to 
each  of  t  he  firat  J  S  peraooa  who  tend 
in  the  correct  i  or  moat  nearly  cca- 
reet  >  aniwere  to  the  qimtioni  Ani- 
wer  them  arui  win  a  pencil 

Washington,  Baltimore 

&  Annapolis 

Electric  Railroad  Co. 

TmmiHtl.  Howard  A  Lombard  Street, 


W.,  B.  SC  A.  advertising  in  Baltimore  papers  gave  the  questions 
and  two  days  later  the  answers  to  the  queries  along  with  the 
regular  radio  program 

knew  how  to  get  to  Washington  by  electric  train,  though, 
to  be  sure,  this  information  had  been  given  gratis  in  the 
signature  of  the  advertisement. 

As  far  as  could  be  determined,  the  contestants  repre- 
sented a  wide  variety  of  ages,  intelligence  and  social 
grades.  All  papers  were  acknowledged  and  those  who 
failed  to  win  were  invited  to  try  again.  To  the  winners 
the  company  sent  with  the  prizes  short  letters  of  con- 
gratulation. The  correct  answers  were  published  two 
days  later,  concurrently  with  the  program  of  a  radio 
concert  to  be  broadcast  that  evening  by  the  W.,  B.  &  A. 
from  the  Washington  station,  WRC,  in  a  weekly  series 
which  has  been  conducted  for  several  months  with  ex- 
cellent effect.  On  Wednesday  evenings  they  have  been 
providing  homes  within  reach  of  statibn  WRC  with 
30-minute  musical  performances  by  the  best  talent  avail- 
able. Between  numbers,  the  announcer  calls  attention  to 
one  or  another  advantage  of  the  W.,  B.  &  A.  service. 

The  second  series  of  questions  was  published  in  the 
newspapers  of  Nov.  21.  This  time  the  questions  con- 
cerned the  National  Zoo,  the  Library  of  Congress  and 
the  new  National  Cathedral.  Although  at  the  time  of 
writing  the  returns  from  this  second  advertisement  had 
not  been  tabulated,  it  was  apparent  that  interest  had  in- 
creased rather  than  diminished. 


1062 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.2A 


VeXEMENTS 

SIGRAND 


&  C" 


NIOC-CANNES-MONTEXARLO 


■'ORIGINAL 

WINE  GUMS 

STILL  THE  BEST 


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VROOM&DESMANK 

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k  ASSOCIATCO 
COMPANIES. 


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W.   WOODWARD,    Ltd., 


Fronts  and  backs  of  various  European  tickets  or  fare  receipts 

In  the  group  above,  Nos.  1  to  S  and  Nos. 
13  to  16  show  the  backs  of  tickets,  and 
the  others  the  fronts.  The  backs,  on  many 
European  lines,  are  sold  for  advertising. 
No.  1  is  from  Nice,  Nos.  2,  5,  13  and  16 
from  London,  3  is  from  Amsterdam,  4  is 
from  Brussels,  14  is  from  Lido,  and  15 
from  Milan.     As  will  be  seen  the  articles 


advertised  are  varied,  including  clothes, 
candy,  tobacco,  furniture,  beer,  and  medi- 
cine for  the  baby.  Fronts  of  tickets  are 
shown  as  follows :  6  from  Dortmund,  Ger- 
many, 7  from  Brussels,  8  from  Naples, 
9  and  10  from  Nice,  11  from  Avignon,  and 
12  from  Milan.  Especially  interesting  fea- 
tures in  these  tickets  shown  are  as  follows : 


In  6,  the  map  of  the  system  for  easy  punch 
of  destination ;  in  7,  the  printing  of  all 
names  in  two  languages,  French  and  Flem- 
ish ;  in  9,  the  issue  of  a  "supplement,"  or 
extra  fare,  when  a  passenger  changes  from 
second  to  first  class,  and  11,  a  surcharged 
ticket,  showing  an  increase  in  fare  from 
10  to  25  centimes. 


K   GEMEENTETRAM  —  AMSTERDAM 

/  Stidig  VODP  een  rit  van  lO  Ct< 

/L?^;";Tr»i^?  077531 


11     K  b;j;T 
I  *rr:s  oi 


Cittd  di  Lugano 

Tramwie  Elettriche 


L    93183      Cent.  10 


Da  presentare  ad  ogni  richlesta  del 
Bigliettario  o  del  Controllore. 


qs 


TRAMVIE  DEL  COMUNE 

DI  MILANO         


FrtuiUn  flU{Uttl«  apirto  t  ritUt- 
lU  1«1  fuHitli.  -  n  puu{(tre  f  riro 
di  bifliitts,  eon  biglittto  irrieoBQieibili 
OMBasqB*  BODTiliio,  ptfliiri oUfi U 
ti(li<tto  u>  Hf  nUiu  <i  Lin  nXi. 


ClO 


-si 

CO 


80 

Tranvai  Florentini 

Centesimi  50 

65548 

FinOM  -  Bub.   Tip.  E.  An 


The  lower  group  shows  other 
European  street  railway  tickets 
or  fare  receipts.  In  this  group 
only  the  fronts  of  the  tickets 
are  shown. 

It  will  be  noticed  that  the  rate 
of  fare  is  distinctly  printed  on 
the  face  of  the  ticket.  Those  in 
the  left  hand  column  are  from 
.'\msterdam,  Lugano,  and  Milan. 
That  above,  in  the  renter,  is 
from  Florence.  Those  in  the 
right  hand  column  are  from 
Rome,  Lido,  and  The  Hague. 


AZl  tNDA 

iTramviedelGovernatorato 

ROMA 


Conserrare  il  bighettj  e 

prtsentarh  aperto  aJo^n 

nck/esta  dat  persinafa 


65 


o 

(M 

CO 

00 


TriiDvia  Elettria  Lido 

■  c.i.(;..\. 

CO 

cc 

r— I 
!>• 

Vale  per  una  srla  rorsa. 

1-4B 

PrcMDUre  ti  bi|liello  ad  ogoi 
ricbiesU  del  penoaale. 

A  coru  fiDiU  al  prtfi  Iirerare 
II  biglietio. 

HAAOSCHF  TRAMWEG-MAATSCHAPPU. 
Geldig  voor  een  rll 

op 

S6n  der  lijnen  ^an  net  stadsnet. 

Di:   biljei    in  icg^nwoordig- 

kHd  tan  den  passagiei   uIt  le 

f  tcbeuren.     —     Op    tct  .ini;cn 

toonen    bij  «ebreke   wa<irvati 

Opnrruw  moel  MrorJ«ii  heuaid- 


10 


V      37691 


Fares  and  Fare  Collection 


in  Europe 


Some  lines  charge  zone  fares,  others  flat  fares. 
The  fare  receipt  is  common,  but  fare  boxes 
are  used  on  one-man  cars.  London  County 
Council  is  pioneering  in  mid-day  fare  reductions 


By  Henry  W.  Blake 

Senior  Editor  Electric  Railway  Journal 


furdii  BerlinerStraBenbahn 
u.  Hoch-  u.  Untergrundbahn 


Many  of  the.  street  railway  lines  in 
Europe  sell  tickets  for  any  number  of  rides 
within  a  specified  period,  good  either  over 
the  entire  system  or  only  over  certain 
routes.  The  two  reproductions  in  the  cen- 
ter are  front  and  back  of  a  monthlv  com- 


Wohtiung 


Berlin  commutation  tickets 

mutation  ticket,  good  over  the  elevated  and 
underground  railway  and  also  the  surface 
lines  in  Berlin.  Payments  are  made  monthly 
for  six  months,  and  their  receipt  is  shown 
by  stamps  pasted  over  the  squares  on  the 
back  and  canceled.     The  ticket  at  the  left 


m 
i.'i 


is  sold  at  a  reduced  price  to  students.  That 
at  the  right  is  for  the  surface  lines  only. 
All  of  these  tickets  require  the  photograph 
and  signature  of  the  person  to  whom 
issued ;  that  is,  they  are  non-transferable. 
The  word  "Muster"  simply  means  "sample." 


ELECTRIC  railway  and  bus  fares  are  lower  in  the 
large  cities  in  western  Europe  than  in  the  United 
States,  but  as  a  rule  the  average  ride  is  much 
shorter  than  here,  and  no  transfers  are  given.  Berhn  is 
an  exception  to  this  rule  about  transfers,  as  it  gives  one 
transfer  for  its  flat  5-cent  fare  and  puts  a  time  limit  on 
the  trip.  It  should  also  be  remembered  that  the  labor 
costs  of  electric  railway  and  bus  operation  are  much 
lower  in  Europe  than  in  America.  Particulars  on  this 
point  were  given  in  an  article  by  the  writer  in  Electric 
Railway  Journal  for  Aug.  27. 

Practice  in  European  street  railway  and  bus  fares 
divides  between  the  zone  fare  and  the  flat  fare.  A  report 
presented  at  the  1924  convention  of  the  Internationaler 
Strassen-  und  Kleinbahn  Verein  and  published  in 
abstract  in  the  issue  of  this  paper  for  Nov.  29,  1924, 
showed  that  on  the  47  city  roads  of  Central  Europe 
which  reported  22  had  flat  fares  and  25  some  form  of 
zone  fare. 

The  same  variation  is  found  in  the  largest  cities. 
Thus,  all  lines  in  London,  the  bus  and  surface  railway 
lines  in  Paris  and  the  surface  lines  in  Brussels  charge 


fares  on  the  zone  system,  but  the  rapid  transit  lines  in 
Paris,  all  lines  in  Berlin,  the  railway  and  bus  lines  in 
Milan,  Florence  and  Rome  and  the  trolley  in  Amsterdam 
charge  a  flat  fare.  The  flat  fare  rate  in  the  spring  of  this 
year  in  the  cities  mentioned,  expressed  approximately  in 
American  currency,  follows :  Berlin,  5  cents ;  Amsterdam, 
4  cents  ;  Milan  and  Florence,  2^  cents ;  Paris  rapid  transit 
lines,  2.4  cents  for  second  class  and  4  cents  for  first  class ; 
Rome,  .on  most  lines,  2^  cents  on  weekdays  and  3  cents  on 
Sundays,  but  on  two  long  lines,  4  cents  on  weekdays  and 
4^  cents  on  Sundays. 

Under  a  recent  agreement  made  in  Berlin  between  the 
city  of  Berlin  and  the  State  Railway  System  a  flat  fare 
will  be  established  between  the  Berlin  Stadtbahn  system 
on  one  hand  and  the  rapid  transit,  street  railway  and  bus 
system  on  the  other.  The  Stadtbahn,  as  will  be  remem- 
bered in  an  article  which  was  published  in  this  journal  in 
the  issues  of  Nov.  5  and  Nov.  26,  is  a  part  of  the  State 
Railway  System,  on  which  considerable  local  transit  busi- 
ness is  done.  It  is  now  being  electrically  equipped  for 
SOO-volt  d.c.  operation.  On  the  payment  of  a  flat  30- 
pfennig  fare,  passengers  will  receive  a  free  transfer  from 


1063 


1064 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.2A 


the  Stadtbahii  or  Ringbahn  or  from  any  section  of  the 
suburban  lines  (or  Vorortbahnen)  to  any  one  of  the 
municipally  owned  lines  mentioned.  Later,  a  half -fare 
rate  for  children  may  be  introduced. 

The  minimum  fare  per  zone  for  surface  lines  charging 
zone  fares  often  varies,  as  shown  in  the  table  on 
page  1069,  reproduced  from  the  posted  notice  of  the 
Vitry-Concorde  line  in  Paris,  being  sometimes  35 
centimes  and  sometimes  50  centimes  (50  centimes  r=  2 
cents).  The  same  schedule  also  shows  higher  rates  for 
first  class  passengers,  a  special  fare  schedule  for  work- 
men's return  tickets  and  two  schedules  for  cripples, 
depending  on  the  extent  of  their  injuries.  "Cripples" 
(mutiles)  as  used  here  means  primarily  soldiers  crippled 
during  the  war.  Each  car  carries  a  table  of  this  kind, 
applying  to  the  fxjints  reached. 

On  the  Paris  bus  lines  the  fare  in  the  first  zone  is 
usually  2  cents  for  second  class  and  3  cents  for  first 
class,  with  3  cents  and  4  cents  respectively  for  two  zones 
and  4  and  5  cents  for  more  than  two  zones.  The  Paris 
bus  lines  also  have  reduced  rates  for  the  same  classes 
favored  with  lower  rates  by  the  surface  lines. 

AW  Paris  trolley  and  bus  fares  are  based  on  a  higher 
charge  for  the  initial  zone  than  for  each  succeeding 
zone.  In  London,  however,  the  trolley  and  bus  fares  are 
directly  proportional  to  the  distance  traveled,  so  far  as 
this  can  be  done  with  the  policy  followed  of  having  the 


zones  end  at  logical  traffic  points.  These  London  fares 
are  approximately  a  penny  for  about  1^^  miles  on  the  Lon- 
don County  Council  tramway  lines  and  a  penny  a  mile 
for  the  buses. 

In  addition,  the  London  County  Council  Tramways 
has  had  in  force  also  for  several  years  reduced  flat  fares, 
particularly  in  the  middle  of  the  day.  Thus,  it  sells 
from  Monday  to  Friday  for  2  pence  a  ticket  which  is 
good  for  any  distance  and  is  accepted  on  cars  which  leave 
their  London  (or  downtown)  termini  between  9:30  a.m. 
and  4  p.m.  and  on  those  which  arrive  at  the  downtown 
termini  between  10:30  a.m.  and  5  p.m.  In  other  words, 
these  time  limits  are  so  set  as  to  give  the  greatest  leeway 
when  the  passenger  goes  against  the  main  trend  of  travel. 
This  2-penny  fare  accounts  for  about  5  per  cent  of  the 
daily  revenue.  It  is  now  proposed  to  sell  these  tickets 
on  Sunday  also. 

Other  Bargain  Fares  in  London 

The  London  County  Council  also  issues  a  1 -shilling 
day  pass,  good  on  any  day.  Originally,  this  pass  was 
issued  on  Saturdays  and  Sundays  only,  but  its  use  was 
extended  to  every  day  during  1925.  On  a  recent  bank 
holiday  20,000  of  these  passes  were  issued  at  1  shilling 
each,  making  the  receipts  from  this  pass  amount  to  ap- 
proximately 6  per  cent  of  the  total  receipts,  which  were 
about  £16,000.    Within  the  last  few  months  the  County 


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Tickets  from  1  to  10  are  reproductions 
of  fronts  and  backs  of  tickets  issued  by  the 
London  General  Omnibus  Company.  They 
represent  trips  for  which  charges  are  made 
varying  from  one  penny  to  1  shilling.  As 
a  rule  the  zone  points  are  named  on  the 
ticket,  being  arranged  in  double  column  in 
such  an  order  that  one  punch  indicates  both 
termini.  Sometimes  letters  or  numbers  only 
are  used,  especially  where  a  large  number 
of  zone  points  would  have  to  be  listed. 


No.  11  shows  a  combined  fare  receipt 
and  transfer  ticket  issued  by  the  Berlin 
Surface  Lines.  It  is  punched  for  the  day, 
hour  and  issuing  route.  The  letters  in  the 
lower  right  hand  corner  are  punched  by 
the  conductor  of  the  car  to  which  transfer 
is  made.  No.  12  is  a  corresj)onding  ticket 
issued  by  the  Berlin  General  Omnibus 
Company. 

Nos.  13  and  14  are  tickets  issued  by  the 
Metropolitan    (rapid   transit)    Railway   in 


Paris.  They  are  issued  by  a  machine  and 
carry  the  hour  and  day  of  issue,  class  and 
name  of  issuing  station.  Though  a  fiat 
fare  is  charged  in  each  class,  tickets  are 
employed  to  identify  the  class  used. 

Nos.  15  and  16  are  second-class  tickets, 
one  for  one  section,  and  one  for  two  sec- 
tions, issued  by  the  S.T.C.R.P.,  which 
operates  the  surface  cars  and  buses  in 
Paris.  Nos.  17  and  18  are  the  same,  but 
are  good  for  first-class  accommodations. 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1065 


Council  Tramways  has  been  issuing  a  similar  pass  for 
children  at  half  price,  or  6  pence,  but  the  pass  is  limited 
to  the  four  months  from  June  to  September. 

Besides  these  fares,  the  L.C.C.,  like  most  of  the  other 
tramways  in  Europe,  issues  a  workingman's  ticket.  This 
ticket,  which  is  sold  to  any  one  who  applies  for  it  on  the 
cars  before  8  a.m.,  is  a  round-trip  ticket  good  for  return 
at  any  time  during  the  day,  for  the  price  of  a  single 
fare.  On  the  London  County  Council  lines  there  is  a 
minimum  charge  for  this  ticket  of  2  pence.  Then  there 
is  the  ordinary  return  fare  ticket,  good  on  certain  lines 
and  sold  at  the  rate  of  5  pence  for  two  single  3-penny 
rides ;  6  pence  for  two  4-penny  rides  and  8  pence  for  two 
single  5-penny  rides.  There  are  in  addition  to  the  2- 
penny  flat- fare  mid-day  tickets  the  1 -shilling  transferable 
one-day  pass  and  the  6-penny  children's  one-day  pass 
already  mentioned.  The  London  County  Council  man- 
agement has  been  very  successful  in  merchandising  these 
different  rates  of  fare  and  has  tickets  to  fit  practically 
each  combination  desired. 

As  explained,  the  London  single  car  fare  of  \\  miles 
for  a  penny  is  somewhat  less  than  the  London  bus  fare, 
which  is  based  on  a  mile  for  a  penny.  Elsewhere  in 
Europe,  also,  the  trolley  fare  usually  is  somewhat  less 
than  the  bus  fare,  or  else  for  the  same  fare  a  longer 
ride  is  given  by  trolley  than  by  bus.  Berlin  is  an  excep- 
tion, the  same  flat  fare  (20  pfennigs)  being  charged  on 
bus,  trolley  and  rapid  transit  lines  with  liberal  transfer 
arrangements,  but  electric  railway  operation  is  consid- 
ered less  expensive  there  than  bus  operation  and  the 
trolley  lines  are  paying  a  good  profit.  The  large  surplus 
from  Berlin  trolley  operation  is  used  to  finance  the  con- 
struction of  the  rapid  transit  lines,  as  both  are  owned  by 
the  municipality. 

Incidentally,  it  might  be  added  that  in  every  city  visited 
by  the  writer  during  a  recent  trip  on  the  Continent,  where 
the  bus  system  and  trolley  system  were  operated  by 
the  same  interests,  the  trolley  was  pronounced  by  the 
management  the  more  economical  per  passenger  carried 
and  better  suited  for  mass  transportation. 

Most  European  electric  railways  issue  season  tickets 
or  passes  for  one  week,  one  month,  three  months,  six 


mixi^ 


nou/T  (wancero  bcAucoup 
\^\ir   T\o^  biioux  !  !  \ 

ruxnr;.A.r"."A-  •-  fvs  caplo 


Advertisement  on  the  back  of  the 
tickets  of  one  of  the  bus  lines  run- 
ning out  of  Monte  Carlo 


months,  or  (as  in 
Zurich)  for  a  year. 
These  tickets  are  not 
transferable  like  our 
weekly  passes,  but 
can  be  used  only  by 
the  person  whose 
name  (and  some- 
times photograph) 
appears  on  the  card. 
The  charge  for  these 
season  tickets  varies 
with  the  number  of 
routes  over  which 
they  are  available. 
An  extended  ac- 
count of  the  varieties 
of  tickets  of  this  kind 
sold  by  the  roads  in 
Central  Europe  will 
be  found  in  the  article 
already  mentioned  on  page  924  of  the  issue  of  this  paper 
for  Nov.  29,  1924.  Where  such  commutation  tickets  are 
issued  the  road  also  usually  sells  a  school  commutation 
ticket  at  a  lower  price.  Some  Berlin  monthly  school 
tickets  are  reproduced.  A  permit  card  is  also  issued  to 
scholars  between  fourteen  and  eighteen  years  old,  allow- 
ing them  to  ride  at  the  children's  rate. 

Fare  Collection 

The  almost  universal  method  of  fare  collection  on  both 
street  railways  and  buses  is  for  the  conductor  to  make  a 
trip  through  the  car  after  each  stop  and  collect  fares  by 
hand  from  the  passengers  who  boarded  the  car.  For 
each  fare  collected  he  issues  a  receipt,  torn  serially  from 
a  pad,  of  which  the  conductor  carries  several,  one  for 
each  rate  of  fare  and  direction.  The  conductor's  accounts 
are  audited  by  the  number  of  tickets  remaining  in  the 
pads  issued  to  him  when  he  started  his  work. 

Where  there  are  many  rates  of  fare,  as  on  a  number 
of  the  London  bus  lines  where  the  fares  may  range  by 
half-penny  gradations   from  a  penny  to  a  shilling,  the 


#/ 

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ar.  ALL  THE  WAY 

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W      LONDON  COUMTY 

. 

^.4^J>^J^ 

\.     . 

British  managers  advertise  bargain  rates  on  their  cars 

The   paster   at   the   left   tells   about   the   new   rate  tises  the  flat  2d.  fare  good  for  any  distance  during  the 

brought  out  by  the  London  County  Council,  i.e.,  a  6d.  middle  of  the  day  on  weekdays  on  the  London  County 

daily  pass  for  children.    The  paster  at  the  right  adver-  Council  Tramways. 


1066 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24 


AHNO  anaH  ngpMva 


_umnm 


Be«ley  corv    To  bf  sliuwn  and  [   I*^'^/    |  cancelled  on  each  car.  |"^^C"™|y 

I6II7II8II9IZ0I2II22I23I24I2SI26I27I2SI29B0I3III 


HAMMEBSMITHP?L,«ri>-v7*"      TICKET 


«  South 

BARKING  lJ>n*>n«t       J 


Regular  fares  on  the  London  County 
Council  Tramways  are  on  the  zone  system, 
with  a  charge  of  approximately  Id.  (2 
cents)  for  li  miles.  A  number  of  special 
cut-rate  tickets  are  issued,  however,  for 
various  kinds  of  journeys.  Several  are  illus- 
trated above. 

The  first  (No.  1)  is  a  6d.  return  ticket, 
good  at  any  time  during  the  day  for  a  ride 
where  the  single  fare  would  be  4d.  The 
procedure  on  these  lines  for  the  issue  and 
cancellation  of  return  tickets  is,  briefly, 
with  the  exception  of  emergency  tickets, 
as  follows : 

At  time  of  issue,  if  the  journey  can  be 
made  without  a  transfer,  the  destination 
IS  punched  in  the  lower  part  of  the  ticket 
below  the  double  line.  If  the  journey  re- 
quires a  transfer,  the  issuing  conductor 
punches  the  transfer  point  above  the  double 
hne,  while  the  conductor  on  the  second  car, 


if  it  will  take  the  passenger  to  his  destina- 
tion, punches  the  ticket  below  the  double 
line  on  the  same  edge  of  the  ticket  as  the 
cancellation  of  the  first  conductor.  In  other 
words,  one  cancellation  below  the  double 
line  indicates  the  ticket  has  been  presented 
to  the  conductor  on  a  car  which  will  take 
the  passenger  to  his  destination  on  his 
outgoing  trip. 

The  practice  described  is  followed  on 
the  return  trip,  namely,  for  direct  jour- 
neys cancellation  is  made  below  the  double 
line  and  transfer  journeys  above  the 
double  line,  with  final  punch  below  the 
double  line  made  by  the  conductor  on  the 
last  car  used.  Two  punches  below  the 
double  line  mean  cancellation  of  the  ticket. 
The  date  is  punched  in  the  margin,  in  the 
space  provided  for  it. 

Ticket  No.  2  is  the  famous  2d.  flat  mid- 
day fare.     This  ticket  is  good  for  any  dis- 


Special  Tickets  of 

London  County 

Council  Tramways 


tance  on  cars  leaving  central  London  be- 
tween 9 :30  a.m.  and  4  p.m.  or  on  cars 
reaching  central  London  between  10  :30  a.m. 
and  5  p.m.  Transfers  are  permitted  and  the 
same  system  is  followed  as  with  the  No.  1 
ticket,  the  conductor  on  the  final  car  punch- 
ing the  ticket  below  the  double  line. 

Ticket  No.  3  is  a  4d.  workman's  return 
ticket,  not  greatly  different  in  form  from 
the  6d.  return  ticket  already  described,  but 
sold  at  a  reduced  rate  because  the  going 
trip  is  taken  before  8  a.m. 

Tickets  Nos.  4  and  5  are  respectively  8d. 
and  6d.  return  tickets  of  a  somewhat  differ- 
ent type  than  the  ones  already  shown,  par- 
ticularly in  the  method  of  indicating  the 
date  of  issue.  They  are  printed  for  six 
consecutive  week  days,  the  day  of  the 
month  being  punched  by  the  conductor. 

Nos.  6  and  7  are  front  and  back  of  the  Is. 
all-day  pass.  These  passes  are  printed  good 
for  one-half  a  month,  and  the  day  of  issue 
is  punched  in  one  margin.  Every  time  the 
pass  is  used,  the  conductor  makes  a  punch 
in  the  canceling  margin.  The  back  of  the 
ticket  shows  the  routes  oyer  which  the 
ticket  is  available.  These  include  not  only 
all  the  lines  of  the  London  County  Council, 
but  by  agreement  with  certain  connecting 
municipal  lines  it  is  good  over  those  lines 
also. 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1067 


SOUTH  OF  THE  THAMES-««(.m«/ 


'^sitsr*^ 


- 

HifhSi.Mi.«l>n4nanh 


f  11/ 

^''^  /ill 


FIRST   AND    LAST    CARS 

ON    DIRECT   SERVICES 

FOR    MIDDAY    FARES 

MUTM    or  THAMEl 

NOKTH    or    THAHt* 

|-    1    II 

shp 

ill «% 

i  ■  ill: » 

•*   issij   "raST 

s  s;  j5  iii? 

S  ::   :?    :i;  ;: 

in_|_ 

il 

Chan8«  ''"J  v/iU 
Travel    »'     „  u,^- 

..-1   Ml-  "'   "^^ti*  Ww^ 


CRICKET 
F\XTURES_ 


c»»a, 


buri"*" 


IT'^^^EL  by  TVa 
'heBoard-.hJ-feri°f 


On  L.CC.  Tramways*  (he  fare  between 
Suburban  and  Central  London  po!nU  is 

2d   All  the  Way 

during   the    middle    houre    of    the    day 
Monday   to   Friday   not  public   holidays 


In   the    nm*    period   (h*    All-thc-wiy    fire    (or 

ChiUctn  undo   14   li   Id   and  kitigcf  tuaei  ir* 

given  fof  ih«    Id   fare    (or   Adults. 

Transfer     facilities 

SI*  given  <(>wnver  pnctiaUe  (or  (are*  of 
2d.  AU-th«-«ay  lid.  AU-tKe-wiy  (or  chUdicn) 
between  Subuiban  and  all  CenlraJ  London  points 

1  direct  wrvic*  or  not 
^the    first   car   to 


Board  the   First  Car 

Saving  at  pasicngen'  time 
it  t>M  aim  si  the  boud-ths- 
Firet-car  plan,  which  now 
appies  to  midday  (arcs  of 
2d  ALL  THE  WAY 
to  and  IroRi  Central  London 


The 


ciicaUy 


^^mway 


^S^^L^'S?:^- 


■he  fi 


/"•U,i  „,  , 


nish. 


'    Ireful 

P'n«   -".h  k, 


Pmoddt/on 

"•il  Uan 


"n'y  in 


I*Ar« 


r««»*o»„ 


"icvsTiS 


"•itArr^, 


Return    Far^ 

by  .he  LCC    T         ®® 
"«"«  Money  alw         "•'°n 

'r/'Woft;/^- 

wt'l^^"--'-.  routes 


I.CC.Trams 


London  County  Council  traffic  circulars 

All  of  the  transportation  systems  in  London  issue  very  effective 
traffic  circulars.  These  are  reproductions  of  several  published 
by  the  London  County  Council  Tramways. 


number  of  pads  of  tickets  which  a  conductor  has  to  carry 
is  quite  large.  The  supply  of  these  tickets  which  is 
required  in  the  stockrooms  of  the  company  is  corre- 
spondingly large.  Sometimes  the  number  carried  by  the 
conductor  is  reduced  by  having  him  punch  the  rate,  but 
as  another  alternative  the  London  General  Omnibus  Com- 
pany is  trying  on  one  line  a  ticket-issuing  machine.  It 
is  swung  around  the  neck  of  the  conductor,  just  as  the 
customary  bell  punch  is  carried.  It  weighs  4  lb.  instead 
of  2  lb.  for  the  punch. 

Often  the  space  on  the  back  of  the  ticket  (or  fare 
receipt)  is  sold  for  advertising  purposes,  thereby  bring- 
ing in  a  considerable  revenue.  The  aptness  of  some  of 
this  advertising  is  illustrated  by  the  reproduction  of  the 
back  of  the  bus  ticket  between  Nice  and  Monte  Carlo. 
It  shows  a  man  whose  pockets  are  empty,  but  whose 
woman  companion  says  that  the  pawnbroker  Maxima 
"will  advance  us  some  more  money  on  our  jewelry." 

Every  passenger  by  train  or  bus  is  expected  to  get  a 
receipt  for  the  fare  paid  by  him  and  to  hold  it  until  he 
finishes  his  trip.  Inspectors  occasionally  board  the  car 
or  bus  to  see  that  all  passengers  have  fare  receipts. 
When  the  passenger  leaves  the  car  he  may  throw  his 
receipt  away,  either  on  the  car  floor  or  on  the  street. 

The  form  of  this  kind  of  receipt  is  very  simple  on 
flat-fare  lines  which  give  no  transfers,  as  will  be  seen 
from  the  Italian  tickets  reproduced.  Where  a  transfer 
is  permitted  for  the  fare  paid,  as  in  Berlin,  the  ticket 


carries  a  time  limit  and  looks  much  like  an  American 
transfer.  Where  the  zone  system  is  used  the  ticket  may 
indicate  by  type  the  point  to  which  fare  has  been  paid, 
as  in  London  and  Brussels,  or  by  a  map  of  the  system, 
as  in  Dortmund,  or  it  may  simply  carry  the  words  that  it 
covers  a  certain  section  or  number  of  sections,  as  in 
Paris. 

The  London  General  Omnibus  Company  follows  an 
ingenious  method  of  arranging  the  names  of  the  different 
zone  limits  on  its  fare  receipts  so  that  the  conductor 
indicates  both  the  boarding  point  and  the  point  to  which 
fare  has  been  paid  by  a  single  cancellation.  Sometimes 
the  punches  used  are  of  the  magazine  type  so  as  to  give 
another  check  on  the  number  of  tickets  issued  by  the  con- 
ductor. 

A  feature  of  every  ticket  sold,  and  this  applies  to  steam 
railroad  tickets  in  Europe  as  well,  is  that  it  carries  dis- 
tinctly on  its  face  the  price  at  which  it  is  sold.  This  is 
usually  printed,  but  occasionally  may  be  punched.  This 
is  undoubtedly  a  great  convenience  to  the  traveler  and  a 
plan  which  steam  railroads  here  could  copy  to  advantage. 
A  few  railroads  print  the  price  on  the  ticket,  as  does  the 
Pullman  Company,  but  except  for  these  the  purchaser  of 
a  railroad  ticket  in  the  United  States  can  never  be  sure 
that  he  is  not  being  short-changed,  unless  he  knows  the 
proper  charge  for  his  ticket  or  goes  to  the  trouble  of 
looking  it  up. 

The  one-man  cars  in  Amsterdam  were  the  only  ones 
seen  by  the  writer  on  his  recent  trip  which  were  equipped 
with  fare  boxes. 

The  rapid  transit  lines   follow  the  same  practice  of 


1068 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70.  A' 0.24 


issuing  fare  receipts,  except  that  where  a  zone  fare  is 
charged  the  passenger  on  leaving  the  station  surrenders 
his  ticket  to  a  station  guard,  who  thereby  can  check  him 
to  see  that  he  has  not  overridden. 

On  the  flat-fare  Paris  rapid  transit  lines  tickets  are  not 
necessary  for  this  purpose,  but  are  issued  to  indicate 
whether  the  fare  paid  entitles  the  passenger  to  ride  in  a 
first-class  or  second-class  car.  Ticket-issuing  machines 
are  employed,  and  different  colors  indicate  the  two  classes. 
Each  ticket  is  stamped  with  the  time  it  was  issued  as 
well  as  the  name  of  the  issuing  station,  so  it  cannot  be 
used  a  second  time. 

As  there  need  be  no  check  on  overriding  on  this  flat- 
fare  line,  the  Paris  rapid  transit  passenger  is  not  obliged 
to  surrender  his  ticket  at  the  end  of  his  trip,  but  to 
prevent  the  stations  from  being  littered  with  tickets  wire 
baskets  are  provided  near  the  entrances,  into  which 
those  leaving  the  station  can  throw  their  used  tickets  if 
they  wish  to.  Occasionally  baskets  of  this  kind  will  be 
seen  at  important  unloading  points  on  surface  lines,  but 
they  are  not  common. 

On  the  Berlin  rapid  transit  lines,  as  explained,  the  fare 
receipt  issued  is  very  similar  in  appearance  to  that  used 
on  the  Berlin  bus  and  street  railway  lines.  In  May  of 
this  year,  however,  the  company  was  experimenting  with 
several  ticket-issuing  machines. 

On  the  zone  fare  rapid  transit  lines  in  London  each 
ticket  not  only  names  the  station  on  the  direct  line  to 
which  the  passenger  may  ride  for  the  fare  paid,  but 
also  names  all  the  limiting  stations  on  all  the  connecting 
lines  to  which  the  fare  paid  entitles  the  passenger  to 
ride.  On  a  6-penny  ticket  this  means  a  larger  number 
of  stations. 

Most  of  the  London  rapid  transit  stations  are  equipped 
with  "penny-in-the  slot"  ticket-issuing  machines,  from 
which  passengers  with  the  exact  change  can  secure  the 
ticket  they  want.  Thus  one  machine  will  issue  1^-penny 
tickets,  another  a  2-penny  ticket,  etc. 

Reason  for  Issue  of  Fare  Receipts 
It  may  appear  strange  to  Americans  that  European 
flat-fare  lines  continue  to  use  a  system  such  as  the  fare 
receipt,  which  has  several  conspicuous  disadvantages  as 
compared  with  the  fare  box.  One  of  these  is  the  expense 
of  printing  the  receipts,  though  this  is  sometimes  covered, 
as  explained,  by  the  sale  of  advertising  space  on  the 
back.  Another  objection  is  the  expense  of  inspectors. 
Another  is  the  litter  in  the  car  and  on  the  street  caused 
by  discarded  tickets.  It  will  appear  also  to  most  Amer- 
ican managers  that  the  system  is  slower  and  more  open 
to  abuse  by  both  passengers  and  conductors  than  the  fare 
box,  though  European  managers  deny  this  to  be  the  case 
on  their  roads. 

For  zone  fare  lines  there  are  certain  advantages  which 
call  for  the  retention  of  the  fare  receipt,  as  it  does  afford 
a  definite  way  of  indicating  the  point  where  a  passenger 
boards  the  car  or  bus  and  the  distance  which  he  is  entitled 
to  ride.  This  is  especially  useful  where  the  fare  zones 
are  short,  as  they  are  in  Europe. 

Probably  the  main  reason  for  the  use  of  the  fare 
receipt  on  flat-fare  lines  is  that  the  public  is  accustomed  to 
it,  both  because  many  of  these  flat-fare  lines  formerly 
charged  zone  fares  and  because  the  fare  receipt  is  in  gen- 
eral use  in  neighboring  cities.  However,  it  is  not  very 
practicable  with  one-man  car  operation,  and  if  that  method 
should  spread  in  Europe  the  fare  box  would  undoubtedly 
be  more  widely  adopted.  Already  the  managements  of 
some  flat- fare  lines  are  considering  the  fare  box  seriously. 


As  will  be  seen,  the  fare  system  in  Europe  is  by  no 
means  standardized.  Beside  it  the  straight  fare  charged 
in  most  American  cities  is  simplicity  itself.  In  Europe 
each  system  seems  to  have  worked  out  its  fare  system  in- 
dependently. Part  of  the  variation  is  due  to  law.  The 
low  workmen's  fare  in  most  cities  is  an  instance.  Part 
can  be  attributed  to  compromises  made  with  the  city 
authorities  when  permission  for  an  increase  in  fare  was 
obtained.  Part  has  been  caused  by  the  spur  of  competi- 
tion. In  London  this  competition  has  been  between  the 
city-owned  trolley  cars  on  one  side  and  the  privately 
owned  buses  and  rapid  transit  lines  on  the  other.  In  all 
the  cut  rates  put  in,  however,  the  great  traffic  advantage 


Keeping  passengers  in 
line 

In  Paris  a  box  containing 
a  pad  of  tickets  for  queue 
formation  in  boarding  cars 
or  buses  is  attached  to  tliis 
standard,  upon  wliich  is  also 
a  stop  sign  for  street  cars 
and  buses.  A  sample  queue 
ticket  is  shown  in  the  lower 
left-hand  corner. 


has  been  sought  of  giving  the  reduced  rate,  so  far  as  pos- 
sible, only  during  the  non-rush  hours  or  in  the  direction 
contrary  to  the  main  flow  of  traffic. 

In  America  the  principal,  indeed  the  only,  competitors 
ever  considered  are  the  jitney  and  the  privately  owned 
automobile.  Neither  of  these  is  a  serious  factor  in 
Europe,  owing  to  the  small  proportion  of  the  population 
which  owns  cars.  It  is  another  matter,  however,  with 
I)icycles.  Especially  on  the  continent  of  Europe  bicycles 
are  a  very  common  sight  on  city  streets,  but  perhaps  more 
so  in  Italy  and  Holland  than  in  France,  Germany  or 
Belgium.  It  is  said  that  in  Amsterdam,  which  is  a  city 
of  800,000  inhabitants,  there  are  200,000  bicycles,  and 
any  one  who  sees  theiu  crowd  the  streets  in  the  downtown 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1069 


SECTIONS 

ST     TARZrS 

VITHV   C*t» 

iviir  Pi..tC)ict.»i 

PORTE  DE  LA  CARE 
MHT  D  AUSTERLITZ 
MIKT  CERMAlh  DES  PRES 
PLACE  Dl  LA  CONCORDE 

»e  VrTRY  iGtrt)  i  : 

IVRY    Pl«»  C.iDto«i. 
PORTE  DE  U  CARE 
PONT  D  AUSTERUTi 
SAINT  GERMAIN  DES  PRES 
PLACE  DE  LA  CONCORDE 

|-^l^^  ;•:-:•;»,., |Vi'" 

Dim  iriictGiBbttUI  1  : 
PORTI  DC  LA  CAHE 
PONT  DALSTEHl-lTZ 
SAINT  CIRMAIN  DTS  PRES 
PLACE  OE  U  CONCORDE 

Dt  U  PORTE  DE  LA  GIKE  i : 
PONT  DAUSTEBLITZ 
SAINT  GERMAIN  DES  PRES 
PLACE  OE  LA  CONCORDE 

Dl  HINT  D  lOSTEKlir: .  : 
SAINT  GERMAIN  DES  PRES 
PLACE  DE  LA  CONCORDE 

Dt  SI  GEHIllN  DES  rnEs  (  . 
PLACE  DE  LA  CONCORDE 

in    Id    ,■;;  8.111.,  VeV 

0  50  0  35   0  50  0  35  0  30 

1  25  0  85   1      .0  70  0  65 
1  50  1  10  I  25  0  70  0  65 
1  75   1  35   1  SO  0  85  0  80 

0  75  0  50  0  6o'o  35,0  35 

1  .0  75  0  85,0  35  0  35 
1  25    1      ■    t      .   0  SO  0  50 

0  75  0  50  0  60  0  35,0  35 

1  .    0  75  0  85|0  35  0  35 

0  75  0  50  0  60  0  35  0  35 

1 

0  50'0  35;0  50 

0  75  0  50  0  60 

1  to  0  85  0  85 

1  85    1  35   1  45 

2  JO   1  60    I  70 
2  35   1  85   1  as 

0  SO  0  35  0  50 

0  75!  0  80  0  75 
t  50 :t  101  25 

1  75    1  35   1  50 

2  .    I  60   1  7S 

0  35  0  30 
0  35  0  30 

0  70  0  30 

1  05   0  65 
1  05  0  65 
1  20  0  80 

0  35  0  30 
0  50 ' 0  30 
0  85 ; 0  65 

0  8S  0  6' 

1  .080 

this  queue  system  is  in  use.  Even  there  some  of  the 
transportation  officials  were  skeptical  about  its  desirabil- 
ity, but  they  said  it  was  continued  because  the  public  was 
accustomed  to  it.  It  has  been  employed  there  for  many 
years,  even  during  the  days  when  buses  and  cars  in  Paris 
were  drawn  by  horses.  A  queue  ticket  is  reproduced  on 
page  1068  and  a  pad  of  these  tickets  can  be  seen  attached 
to  the  pole  in  the  Paris  stop  sign,  illustrated  on  the  same 
page. 


Tables  of  this  kind  are  posted  in  all  Paris  cars 

They  vary  according  to  the  route  traversed,  showing  the  fares 
between  different  zone  points.  Notice  the  difference  in  fares 
between  regular  passengers,  workmen,  cripples  and  completely  dis- 
abled soldiers.    The  workmen's  fares  quoted  are  for  a  round  trip. 

section  between  8:30  and  9  a.m.  will  have  little  difficulty 
in  believing  that  such  a  high  ratio  is  correct.  In  all  the 
continental  European  capitals  they  form  a  serjpus  com- 
petitor to  the  i)us  and  electric  car. 

Tickets  for  Queue  Formation  in  Paris 

Before  the  subject  of  electric  railway  and  bus  tickets 
is  dismissed  a  short  reference  should  be  made  to  the  tick- 
ets for  queue  formation  used  in  Paris.  At  the  more  im- 
portant car  and  bus  stopping  points  there  is  a  pad 
containing  numbers  serially  arranged,  the  pad  usually 
being  attached  to  the  post  carrying  the  sign  which  lists 
the  lines  passing  that  point.  This  pad  is  used  by  passen- 
gers only  when  the  cars  or  buses  passing  that  point  are 
crowded  and  it  is  evident  that  only  a  limited  number  of 
additional  passengers  can  be  taken  on  at  the  next  stop. 
At  such  times,  as  intending  passengers  arrive  at  the  stop- 
ping point,  each  detaches  a  number  from  the  pad.  The 
passengers  are  then  admitted  to  the  car  or  bus  in  the 
order  of  their  numbers,  the  lowest  numbers  coming  first. 
The  only  exception  to  this  rule  of  priority  is  the  pub- 
lished regulation  of  the  company  which  says : 

"La  priorite  est  laissee  aux  aveugles,  mutiles  de  guerre 
femmes  dans  une  position  interessante  ou  portant  un 
enfant  sur  les  bras." 

Paris  was  the  only  city  visited  by  the  writer  in  which 


Operator's  Naineplate  Put  on 
Fare  Box 

USE  of  a  plate  on  cars,  particularly  one-man  cars, 
giving  the  name  of  the  operator  is  extending.  The 
practice,  of  course,  is  followed  also  for  the  clerks  serving 
the  public  at  hotel  desks,  railroad  ticket  offices  and  else- 
where, the  thought  being  that  the  public  likes  to  know 
at  least  the  name  of  the  person  with  whom  it  is  doing 
business. 

Usually  the  name  is  painted  on  a  strip  of  wood  which 
fits  into  a  slide  inside  the  vestibule.  The  brief  of  the 
El  Paso  Electric  Company,  El  Paso,  Tex.,  presented  for 
the  1927  Coffin  Prize  discloses  that  on  its  railway  the 
name  is  carried  on  the  fare  box. 

The  nameplates  are  of  brass  with  polished  raised  let- 
ters. They  are  about  l|x6  in.  long  and  fit  into  a  special 
slot  on  the  fare  box.  Thus  the  name  of  the  operator  is 
in  plain  view  of  all  boarding  passengers.  A  light  placed 
over  the  slot  makes  the  name  visible  at  night. 

At  first  aluminum  nameplates  were  used,  but  they 
were  discarded  in  the  summer  of  1926  in  favor  of  brass 
plates.  It  was  found  that  aluminum  was  not  durable 
enough  to  withstand  the  hard  usage  to  which  the  name- 
plates  are  subjected.  Being  of  metal,  the  plate  is  not  so 
likely  to  be  mutilated  or  become  unsightly  as  if  of  wood, 
and  the  highly  polished  letters  of  the  naine  can  be  read 
easily. 

As  it  is  attached  to  the  fare  box,  the  nameplate  auto- 
matically is  always  carried  at  the  front  end  of  the  car. 


Loading  platform  in  the  down-town  business  district  of  Amsterdam 

No  traffic  is  in  sight  except  the  street  cars  and  a  bicycle.  in  Amsterdam  and  other  European  capitals  than  in  cities  of 
\yhile  this  absence  of  street  traffic  is  not  a  common  condi-  corresponding  size  in  the  United  States,  and  that  the  number 
tion.  it  is  a  fact  that  automobiles  are  much  less  in  evidence      of  bicycles  very  much  larger. 


1072 


ELECTRIC  RAILWAY  JOURNAL 


yol.70,  No.24 


Heavy-duty  sawing  machine  for  use  with  high-speed  saws 


3-in.  diameter  mild  steel  bar  in  an 
average  of  three  minutes  and  twenty 
seconds.  When  sawing  3-in.  diameter 
brass  bar  under  the  same  conditions 
100  cuts  can  be  made  between  sharp- 
enings  and  the  average  time  per  cut 
is  45  seconds.  These  outputs  are  in 
advance  of  previous  designs  of  hack- 
saw machines. 

Quick  operation  is  a  particular 
feature  of  the  new  design.  The  saw 
blade  is  strained  by  turning  a  handle 
and  a  patent  tension  indicator  shows 
when  the  blade  is  strained  correctly. 
All  operations  and  adjustments  are 
controlled  from  one  position  in  the 
front  of  the  machine.  On  the  three- 
speed  machine  the  speed  changes  are 
made  by  a  handle  at  the  front. 

In  operating  the  machine  the  pres- 
sure on  the  blade  is  not  altered  after 
adjustment.  This  is  unnecessary,  be- 
cause when  a  blade  is  dulled,  instead 
of  adding  pressure  and  forcing  it  to 
cut,  it  is  taken  out  and  resharpened. 
The  vise,  of  the  heavy-duty  screw 
type,  has  a  loose  jaw  which  swivels 
for  holding  taper  work.  The  screw  is 
fitted  with  a  ball  thrust  washer,  which 
lessens  the  effort  required  from  the 
operator  when  fixing  work.  A  con- 
trol device  makes  it  possible  to  start 
on  sharp  corners  without  damage  to 
the  blade. 

The  new  saw  is  made  from 
machine-molded  castings.  Rotating 
shafts  are  ground  to  size  and  run  in 
renewable  phosphor  bronze  bearings. 
The  main  slides  are  adjustable  for 
wear.  The  crank  and  frame  pins 
are  hardened  and  ground.  Grease 
gun  lubrication  is  used. 

Motor-driven  machines  have  speed- 
reducing  gearing  and  the  motor  can 
be  fixed  on  slide  rails  on  the  floor  be- 


hind the  machine.  If  portability  is 
required  the  motor  can  be  bolted  to 
the  body  of  the  machine.  All  gear- 
ing is  machine  cut  and  guarded. 


Long  Life  Feature  of 
New  Hoists 

I  IMPROVEMENTS  in  the  new 
Model  K  Cyclone  hoist  manufac- 
tured by  the  Chisholm-Moore  Manu- 
facturing Company.  Cleveland,  Ohio, 
include  an  increased  efficiency  of  90 
per  cent,  as  against  80  per  cent  of 
previous  models.  Particular  attention 
has  been  given  to  providing  a  material 
and  construction  which  will  give  long 
life.  Among  the  changes  is  the  addi- 
tion of  anti-friction  bearings  at  every 
rotating  point.     Altogether  eight  ball 


bearings,  four  roller  bearings  and  one 
Timken  thrust  roller  bearing  in  the 
lower  swivel  hook  are  used. 

One  of  the  most  important  changes 
is  the  use  of  four  eccentric  roller  bear- 
ings. In  previous  models  the  rollers 
of  these  bearings  were  loose  and  had 
to  be  fitted  carefully  into  their  cage  at 
the  time  of  assembling.  In  the  new 
model  these  roller  bearings  are  built 
in  one  complete  unit,  which  does  away 
with  loose  rollers. 

Another  improvement  includes  the 
use  of  a  new  steel  alloy  of  extreme 
hardness.  This  gives  exceptionally 
clean  and  accurate  chain  pockets  and 
reduces  the  wear  at  that  point.  All 
parts  are  made  interchangeable,  so  it 
is  possible  to  assemble  them  in  the 
hoist  quickly  without  regard  to  rights 
or  lefts.  Center  punch  marks  or  other 
generally  accepted  means  for  indicat- 
ing the  correct  position  are  not  nec- 
essary. 

The  entire  mechanism  is  inclosed  in 
a  dustproof,  oil-tight  frame.  This 
feature  makes  jxissible  a  minimum 
of  attention  for  the  hoist  as  it  needs 
only  to  be  packed  with  grease  once 
a  year  under  ordinary  use.  The 
hoist  being  exceedingly  light,  it  is 
possible  to  carry  it  easily  from  one 
job  to  another.  Exceptional  effi- 
ciency  is  a   feature. 


Your  weak  and  run-down  arma- 
tures say  "for  heaven's  sake" 
treat  we  to  a  "dip  and  bake." 


Thin  Wrench  for  Brake 
Adjustment 

HEADS  of  but  gV  in.  in  thick- 
ness feature  a  chrome-vanadium 
wrench  announced  by  the  Bonney 
Forge  &  Tool  Works,  Allentown, 
Pa.  The  extreme  thinness  makes  the 
wrench  easier  to  use  in  adjustment 


New  type  of  cyclone  hoist 


New  thin  model  wrench 

of  Lockheed  brakes,  the  adjusting 
nuts  of  which  are  not  readily  ac- 
cessible to  ordinary  wrenches. 

The  new  wrench  is  a  double-ender 
with  |-in.  opening  at  each  end  for  the 
tV  S.A.E.  adjusting  nuts.  One  open- 
ing is  at  22i  deg.  and  the  other  at 
60  deg.  to  the  handle. 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1073 


n\ 


Association  Activities 


/n 


=*»^^= 


Pennsylvanians  Meet  at  Scranton 

Well-attended  meeting  of  Pennsylvania  Street  Railway  Association 

is  addressed  by  President  Stevens  of  the  A.E.R.A.  and 

prominent  railway  men  of  the  Keystone  state 


IMPROVEMENT  in  transportation 
service  was  the  general  subject  dis- 
cussed at  the  annual  convention  of  the 
Pennsylvania  Street  Railway  Associa- 
tion held  Dec.  1  and  2  at  Scranton. 
R.  P.  Stevens,  president  of  the  American 
Electric  Railway  Association,  chose 
'"Service"  as  the  theme  of  an  address 
made  at  the  banquet  Thursday  evening. 
He  stressed  the  extreme  importance  of 
maintaining  good  relations  between  the 
electric  railway  companies  and  the  pub- 
lic. H.  S.  Metcalfe,  assistant  to  the 
president  West  Penn  Electric  Company, 
talked  along  somewhat  similar  lines  on 
the  same  occasion.  Prior  to  the  pres- 
entation of  the  addresses  of  the  two 
principal  speakers,  Thomas  Davies,  sec- 
retary to  Mayor  E.  B.  Jermyn  of  Scran- 
ton, welcomed  the  convention  delegates 
to  the  city. 

The  feature  of  the  afternoon  session 
was  a  discussion  of  traffic  congestion 
and  its  causes  by  R.  C.  Haldeman,  presi- 
dent Pennsylvania  Motor  Federation, 
who  emphatically  condemned  automobile 
parking. 

Another  paper  presented  by  W.  T. 
Rossell,  general  manager  Pittsburgh 
Railways,  discussed  the  need  for  better 
organized  supervisory  methods  on  elec- 
tric railway  properties,  while  J.  W. 
Shaw,  Philadelphia  Rapid  Transit  Com- 


COMING  MEETINGS 
OF 

Electric  Railway  and 
Allied  Associations 

Jan.  16-17 — Midwest  Electric  Rail- 
way Association,  Hot  Springs,  Ark. 

Jan.  lS-19 — Kentucky  Association 
of  Public  Utilities,  annual  meeting 
Brown  Hotel,  Louisville,  Ky. 

Jan.  IS -19— Centra]  Electric  Traf- 
fic Association,  Hotel  Gibson,  Cin- 
cinnati, Ohio. 

Jan.  25 — Central  Electric  Railway 
Master  Mechanics'  Association,  Ho- 
tel Gibson,  Cincinnati,  Ohio. 

Jan.  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Roosevelt  Hotel,  New 
Orleans,  La. 

Jan.  26-27 — Central  Electric  Rail- 
way Association,  Hotel  Gibson,  Cin- 
cinnati, Ohio. 

Jan.  31—Nevt  York  Electric  Rail- 
way Association,  annual  meeting, 
Hotel  Commodore,  New  York,  N.  Y. 


pany,  spoke  on  co-ordinating  all  trans- 
portation facilities  under  a  single  man- 
agement. These  papers  will  appear  in 
abstract  in  a  future  issue. 

Developments  in  Car  Design 
Discussed  by  Engineers 

Recent  improvements  in  car  design 
were  discussed  in  a  talk  by  George  Frey, 
assistant  general  sales  manager  J.  G. 
Brill  Company,  Philadelphia,  Pa.  He 
described  in  detail  the  novel  features  of 
the  Brill  model  1928  car,  which  was  ex- 
hibited at  the  Cleveland  convention  last 
October.  His  talk  was  illustrated  with 
a  number  of  views  of  this  car  and  its 
mechanism.  The  double  reduction  gear 
drive  on  the  model  1928  car  was  dis- 
cussed by  George  Woods,  railway  engi- 
neer Westinghouse  Electric  &  Manu- 
facturing Company.  He  said  that  four 
objects  had  been  sought  in  the  design 
of  thrs  drive :  First,  faster  acceleration ; 
second,  greater  spring  support;  third, 
low  floor  height,  and,  fourth,  quiet  op- 
eration. In  his  opinion  considerable  suc- 
cess has  attended  the  effort  to  accomplish 
these  objects.  J.  C.  Thirlwall,  General 
Electric  Company,  called  attention  to 
the  fact  that  these  new  designs  are  still 
in  the  experimental  stage. 

Many  of  the  brickbats  thrown  at 
street  railway  companies  were  fully  de- 
served, according  to  H.  S.  Metcalfe, 
assistant  to  the  president  West  Penn 
Electric  Company,  speaking  at  the  an- 
nual banquet.  In  their  infancy  and 
through  their  early  years,  he  said,  public 
utilities  in  general  and  street  railways 
in  particular  developed  habits  that  in 
many  cases  have  grown  with  them. 
Even  though  there  have  been  sincere 
attempts  to  discard  the  evils  of  yester- 
day, those  records  have  not  been  and 
will  not  be  forgotten.  Franchise  evils, 
the  abuses  of  monopoly,  watered  stock, 
ancient  equipment,  a  "public-be-damned" 
policy  and  irregular  service  are  all 
blotches  upon  the  record  of  street  car 
companies. 

Likening  the  street  railway  industry 
to  a  leopard,  Mr.  Metcalfe  remarked 
that  it  is  infinitely  easier  to  get  spots  on 
than  to  get  them  off.  However,  many 
of  the  spots  are  fading  away,  he  said, 
and  there  is  a  new  appreciation  of  the 
necessity  and  worth  of  street  railway 
service  abroad  today.  A  real  desire  to 
render  true  public  service  is  founda- 
tional if  the  mistakes  of  the  past  are  to 
be  eradicated  and  this  program  must 
begin  with  the  management  of  the  street 
railway,  be  conveyed  by  it  to  the  em- 
ployee  group   and   interpreted  by  both 


management     and     employees     to     the 
public. 

Mr.  Metcalfe  stated  that  promises 
without  performance  are  piffle  and  that 
all  high-sounding  statements  made  by 
street  railway  executives  amount  to 
nothing  more  than  wind  unless  service 
and  equipment  adequate  for  every  com- 
munity are  provided.  In  an  attempt  to 
change  the  leopard's  spots  in  the  street 
railway  business  a  willingness  to  face 
facts  with  candor  is  needed,  recognition 
must  be  given  to  the  difficulties  which 
arise  from  acute  competition  due  to  the 
private  automobile,  an  honest  endeavor 
must  be  made  to  meet  existing  condi- 
tions and  overcome  them,  and  through 
the  whole  program  an  optimism  born 
of  faith  in  future  success  must  be 
manifested. 

Reports  of  the  secretary  and  treasurer 
and  of  the  various  committees  were  pre- 
sented at  the  Friday  morning  session. 
New  officers  were  elected  and  installed. 
A  moving  picture  showing  how  automo- 
bile tires  should  be  cared  for  was  pre- 
sented by  the  Firestone  Tire  &  Rubber 
Company. 

New  Officers  Elected 

Officers  chosen  for  the  coming  year 
are:  President,  H.  L.  Mitchell,  presi- 
dent West  Penn  Railways;  first  vice- 
president,  J.  E.  Wayne,  vice-president 
and  general  manager  York  Railways; 
second  vice-president,  H.  F.  Dicke,  vice- 
president  Lehigh  Valley  Transit  Com- 
pany; secretary,  H.  A.  Buch,  Harris- 
burg;  treasurer,  C.  F.  Crane,  assistant 
to  the  president  Harrisburg  Railways. 
The  new  executive  committee  will  consist 
of  Thomas  Cooper,  Westinghouse  Elec- 
tric &  Manufacturing  Company;  C.  F. 
Crane,  Harrisburg  Railways;  S.  S. 
Crane,  Altoona  &  Logan  Valley  Electric 
Railway;  H.  H.  Dartt,  Scranton  Rail- 
way; Thomas  Fitzgerald,  Pittsburgh 
Railways;  A.  R.  Myers,  Erie  Railway, 
and  W.  A.  Woolford,  General  Electric 
Company. 


American 
Association  ^ws 


iT 


^^ 


Next  Convention  City  to  Be 
Decided 

A  JOINT  meeting  of  the  committee  on 
policy  and  the  sub-committee  on 
convention  contract  will  be  held  at  asso- 
ciation headquarters  at  10  a.m.  Dec.  16 
to  decide  upon  the  location  of  the  47th 
annual  convention.  J.  P.  Barnes,  first 
vice-president  of  the  association,  is 
chairman  of  the  committee  on  policy 
and  Frank  R.  Coates,  past-president  of 
the  association,  is  chairman  of  the  sub- 
committee on  convention  contract. 


1074 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24 


Engineering  Committee 
Appointments 

BESIDES  the  committee  appoint- 
ments in  the  Engineering  Associa- 
tion already  reported  special  committee 
No.  9  of  the  Power  Division  is  an- 
nounced. In  addition,  Morris  Buck, 
New  York,  N.  Y.,  has  been  appointed 
to  the  committee  on  subjects,  and 
L.  W.  Birch,  Mansfield,  Ohio,  has  been 
appointed  to  the  committee  on  heavy 
electric  traction  vice  M.  W.  Manz,  re- 
signed. 

The  personnel  of  the  new  committee 
follows : 

Power  Division — Special  Committee 

No.  9 — Conduit  Specifications 

A.  J.  Klatte,  electrical  engineer 
Chicago  Surface  Lines,  Chicago,  111., 
chairman. 

R.  B.  W.  Peck,  New  York,  N.  Y. 

W.  J.  QuiNN,  New  York,  N.  Y. 

E.  F.  Norton,  New  York,  N.  Y. 

Harvey  Wood,  New  York,  N.  Y. 

R.  B.  Patterson,  Washington,  D.  C. 


Rolling  Stock  Committee  No.  3 
— Car  Design 

MODERN  cars  must  be  designed  to 
provide  faster  schedules  with  in- 
creased acceleration  and  braking  rates, 
was  the  general  opinion  of  members  of 
special  rolling  stock  committee  No.  3  on 
car  design,  which  met  at  association 
headquarters,  New  York  City,  Nov.  30. 
Those  present  were  H.  H.  Adams,  chair- 
man; O.  W.  Basquin,  J.  A.  Brooks, 
C.  A.  Burleson,  W.  J.  Clardy,  L.  J. 
Davis,  Charles  Gordon,  W.  L.  Har- 
wood,  A.  P.  Jenks,  A.  L.  Kasemeier, 
G.  L.  Kippenberger,  John  Lindall,  W.  R. 
McRae  and  H.  S.  Williams.  In  addi- 
tion to  the  preceding  members  of  the 
committee,  there  were  also  present  at 
the  invitation  of  the  committee  N.  R. 
Brownyer  of  the  Timken-Detroit  Axle 
Company,  E.  R.  Fitch  of  the  Westing- 
house  Air  Brake  Company,  C.  W. 
Squier  of  Electric  Railway  Journal, 
and  Guy  C.  Hecker  of  the  association 
staff. 

To  obtain  suggestions  as  to  desirable 
work  that  could  be  undertaken  by  the 
committee  and  the  scope  of  any  investi- 
gation or  tests  that  should  be  made,  each 
member  was  invited  to  comment  on  de- 
sirable data  that  should  be  collected. 
The  general  opinion  was  that  in  par- 
ticular two  problems  should  receive  at- 
tention, first  the  mechanical  problem 
of  studying  technical  characteristics  of 
various  types  of  drives  that  are  now 
being  incorporated  in  several  improved 
trucks,  and  second,  a  study  of  features 
that  are  needed  to  meet  modern  trans- 
portation conditions.  Some  of  the  es- 
sential factors  that  the  committee  thought 
should  be  considered  are  light  weight, 
comfortable  seating,  faster  acceleration 
and  braking  rates,  and  faster  schedules. 
With  some  of  the  new  designs  brought 
out,  rates  of  3  m.p.h.p.s.  for  accelera- 
tion and  braking  can  be  used  without  dis- 
comfort to  passengers. 

In_  discussing  this  phase  of  the  prob- 
lem, it  was  generally  agreed  that  smooth- 


ness of  acceleration  is  an  important 
factor  in  connection  with  any  increase 
made.  Jerky  acceleration  is  liable  to 
result  in  an  increased  number  of  acci- 
dents from  people  falling  inside  cars. 
Some  members  of  the  committee  felt 
that  a  study  of  Hoor  coverings  should 
be  made  in  connection  with  any  recom- 
mendations for  increased  acceleration 
or  braking  rate.  The  committee  decided 
that  an  efficiency  test  of  gearing  should 
be  made  to  obtain  preliminary  test  data 
throughout  the  life  of  the  gear.  A  sub- 
committee was  appointed  to  obtain  an 
estimate  of  expenditures  necessary  for 
complete  tests,  the  time  required,  and  to 
outline  a  desirable  procedure  in  order 
that  the  test  should  be  uniform  and  give 
desired  information. 

The  committee  also  decided  that  an 
analysis  of  the  advantages  and  disad- 
vantages of  new  truck  designs  recently 
brought  out  should  be  made  in  compari- 
son with  conventional  truck  designs,  and 
a  sub-committee  was  appointed  to  com- 
pile, by  correspondence,  a  complete 
comparison  of  the  various  new  truck 
designs  with  trucks  of  corresponding 
capacity  of  the  conventional  type  sold 
by  each  manufacturer.  The  purpose  of 
the  collection  of  these  data  is  not  to 
determine  the  relative  merits  of  any  of 
these  trucks  but  rather  to  give  the  com- 
mittee a  complete  comparative  analysis 
of  the  design  so  that  it  can  visualize 
better  the  possibilities  and  limitations 
of  the  radical  developments  that  have 
taken  place  in  the  last  year. 

A  study  of  the  desirability  of  so-called 
de  luxe  features  in  cars  for  a  large  city, 
small  city  and  an  interurban  property 
was  discussed  and  it  was  the  feeling  of 
the  committee  that  attention  should  be 
devoted  to  the  study  of  this  subject.  An- 
other phase  which  some  members  of 
the  committee  felt  should  receive  atten- 
tion was  that  of  determining  the  ele- 
ments in  construction  and  painting  which 
have  a  desirable  or  undesirable  effect 
upon  the  general  appearance  of  cars. 


Purchases  and  Stores 

PLANS  for  the  special  committee 
work  were  discussed  at  the  first 
meeting  of  the  standing  committee  of 
the  new  Purchases  and  Stores  Division 
of  the  Engineering  Association  held  at 
association  headquarters,  New  York,  on 
Dec.  6. 

John  Y.  Bayliss,  chairman,  presided. 
W.  J.  Walker  was  elected  secretary  and 
A.  A.  Ordway  vice-chairman.  The  ses- 
sion was  largely  devoted  to  the  presenta- 
tion by  special  committee  of  preliminary 
reports  on  the  subjects  recommended  for 
consideration  during  1928.  There  was 
a  discussion  of  the  desirability  of  han- 
dling certain  of  the  work  of  the  division 
in  co-operation  with  the  stores  account- 
ing committee  of  the  Accountants' 
Association.  There  was  also  a  discus- 
sion of  the  possibility  of  having  a  joint 
session  with  the  accountants  at  the  1928 
convention.  R.  A.  Weston,  chairman 
of  the  stores  accounting  committee  was 
in  accord  with  co-operative  work  and 
a  joint  convention  session. 

A   program   committee   to   formulate 


plans  for  the  session  on  purchases  and 
stores  at  the  1928  convention  was  ap- 
pointed consisting  of  J.  Y.  Bayliss, 
chairman;  J.  Fleming,  W.  E.  Scott, 
C.  A.  Harris,  A.  A.  Ordway  and  R.  A. 
Weston. 

Those  in  attendance  at  the  meeting 
were:  J.  Y.  Bayliss,  Richmond,  Va. ; 
A.  S.  Duncan,  East  Pittsburgh,  Pa.; 
A.  L.  Fischer,  Cincinnati,  Ohio;  W.  E. 
Scott,  Philadelphia,  Pa. ;  A.  A.  Ordway, 
Boston,  Mass. ;  J.  Fleming,  Washing- 
ton, D.  C. ;  W.  J.  Walker,  Schenectady, 
N.  Y. ;  E.  A.  Murphy,  Indianapolis, 
Ind. ;  R.  A.  Weston,  New  Haven,  Conn. ; 
W.  P.  McArdle,  New  York,  N.  Y. 


New  Association  Bulletins 

P'OLLOWING  is  a  list  of  special  re- 
-*-  ports  that  are  being  prepared  by  the 
bureau  of  information  and  service  of  the 
American  Electric  Railway  Association, 
and  that  will  be  available  to  member 
companies  on  request : 

Bulletin  No.  173. — Wages  of  Employees 
Other  Than  Trainmen. — A  new  edition  of 
the  association's  regular  bulletin  on  wages 
of  employees  other  than  trainmen,  show- 
ing for  about  250  companies  the  classifica- 
tion of  employees  and  the  wages  paid  each 
class  in  the  shop,  barn,  way  and  structures, 
carhouse,  overhead  line,  stores,  bus  main- 
tenance and  garage  departments.  It  also 
shows  the  number  of  hours  worked  weekly, 
the  average  weekly  wage  earned,  overtime 
rates,  and  the  number  of  emploj-ees  in  each 
department. 

Bulletin  No.  1T4. — Special  Reduced  Rate 
Tickets. — A  tabulation  showing  whether  or 
not  companies  are  required  to  give  re- 
duced transportation  rates  to  children, 
students,  workmen,  or  jiny  others,  based 
on  a  survey  of  nearly  300  companies. 
Where  reduced  rate  transportation  is  re- 
quired by  law,  the  table  shows  what  rates 
are  specified  and  whether  or  not  tickets 
are  sold  on  the  cars  and,  if  not,  where 
they   may   be    purchased. 

Bulletin  No.  i75.— Rate  of  Return  Al- 
lowed Electric  Railways. — Extracts  from 
decisions  of  public  utility  commissfons  on 
which  the  rate  has  been  fixed  after  of- 
ficial determination  of  the  amount  upon 
which  the  company  is  entitled  to  earn  a 
return.  This  is  a  new  edition  of  Bulletin 
No.  96,  issued  on  Aug.  1,  1926,  and  in- 
cludes decisions  handed  down  since  that 
date.  A  second  part  has  been  added  show- 
ing rates  of  return  established  in  fran- 
chises. 

Bulletin  No.  176. — Free  Transportation 
on  Electric  Railways. — Shows  for  338 
electric  railway  companies  \yhether  or  not 
they  grant  free  transportation  to  police- 
men, firemen,  letter  carriers,  employees 
and  members  of  employees'  families.  In 
addition  there  is  shown  whether  or  not 
such  free  transportation  is  required  by  law 
and,  where  this  is  the  case,  the  nature  and 
extent  of  the  requirement. 

In  addition  to  the  above  the  follow- 
ing supplements  have  been  prepared, 
bringing  the  information  they  cover 
down  to  Dec.  1,  1927: 

Supplement  No.  2  to  Bulletins  Nos.  163 
and  164. — Electric  Railway  Fares. 

Supplement  No.  3  to  Bulletin  No.  160. — 
IVapes  of  Trainmen. 

Supplement  No.  3  to  Bulletin  No.  161. — 
IV ages  of  Bus  Men. 

Cost  of  Living  Studies  (Bulletin  No. 
177). 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1075 


Under  New  Auspices 

Riding  public  informed  of  management 

change  in  St.  Louis.     Work  of 

receiver  publicly  recognized 

OPERATION  of  the  lines  of  the 
United  Railways,  St.  Louis,  Mo., 
was  started  at  midnight  Nov.  30  by  the 
St.  Louis  Public  Service  Company.  So 
far  as  the  riding  public  was  concerned 
there  was  no  appreciable  change.  Motor- 
men  and  conductors  wore  hatbands  with 
the  name  of  the  company  and  in  addition 
the  conductors  had  silk  badges  with  the 
inscription  "We  Start  Today."  Each  pas- 
senger upon  entering  the  car  was  handed 
a  folder  entitled  "All  Aboard."'  The  lead 
article  was  headed  "We  Make  Our 
Bow."  On  the  outside  of  all  the  cars 
were  signs  reading:  "Now!  This  Street 
Railway  System  is  Operated  by  the  St. 
Louis  Public  Service  Company."  Inside 
the  cars  were  other  signs  telling  of  the 
change  in  management.  On  some  of  the 
cars  the  old  "U.R."  on  the  outside  had 
been  replaced  with  the  words  "Public 
Service"  painted  in  orange  on  a  black 
background.  Other  cars  will  be  so 
marked  as  quickly  as  possible. 

The  old  United  Railways  tokens  will 
be  used  for  the  time  being,  while  the 
supply  of  transfers  on  hand  when  Re- 
ceiver Rolla  Wells  turned  over  the  prop- 
erties will  be  utilized  and  transfers  with 
the  name  of  the  new  company  probably 
will  not  appear  for  about  a  month. 

Full-page  advertisements  were  in- 
serted in  all  of  the  St.  Louis  news- 
papers headed  "Today  We  Make  Our 
Bow."  The  body  of  the  advertisement 
was  as  follows : 

Beginning  today  the  St.  Louis  Public 
Service  Company  is  operating  the  railway 
system  of  St.  Louis  and  St.  Louis  County. 
Service  will  be  maintained  without  inter- 
ruption and  for  the  present  there  will  be 
no  changes  affecting  patrons. 

In  assuming  the  responsibilities  that  go 
with  the  maintenance  and  operation  of  this 
great  transportation  system  we  wish  to 
recognize,  with  keen  appreciation,  the  good 
physical  condition  of  the  property  as  it  is 
turned  over  to  us  by  the  receiver,  Rolla 
Wells,  Col.  A.  T.  Perkins,  his  manage-, 
and  staff. 

The  St.  Louis  Public  Service  Companv 
begins  its  management  of  the  railway  with 
a  thorough  understanding  of  the  growing 
transportation  needs  of  this  community. 
The  new  management  includes  men  of 
training  and  long  experience  in  the  opera- 
tion of  railway  properties.  These  men 
have  been  assisting  in  the  reorganization 
and  are  familiar  with  the  property. 

The  St.  Louis  Public  Service  Company 
assumes  the  task  of  serving  the  public. 
This  service  must  be  of  such  a  character 
that  it  will  win  both  the  good  will  and 
patronage  of  the  citizens  of  this  commun- 
ity. It  will  be  the  policy  of  the  new  com- 
pany to  determine  the  character  of  service 
desired  by  the  public  and  then  to  supply 
that   service   with   the   understanding   that 


the  public  will  gladly  pay  the  fare  neces- 
sary to  maintain  it. 

Frank  criticism  and  constructive  sugges- 
tions will  be  invited.  It  is  only  througli  a 
mutual  understanding  of  the  problems  in- 
volved that  complete  confidence  can  be 
built  up.  The  St.  Louis  Public  Service 
Company  pledges  itself  to  do  everything 
possible  to  establish  that  confidence,  so  that 
a  cordial  relationship  may  exist  between 
the  patrons  and  its  transportation  system. 


Subway  Items  in  Budget  Hit 

Supreme  Court  Justice  Wasservogel 
has  handed  down  an  opinion  granting  a 
peremptory  writ  of  mandamus  to  Will- 
iam Jay  Schieffelin  against  Mayor 
W^alker  of  New  York,  the  Board  of  Esti- 
mate and  others  on  the  application  of 
the  Citizens  Union  for  elimination  from 
the  1928  city  budget  of  a  $13,000,000  ap- 
propriation for  amortization  of  the  first 
instalment  of  rapid  transit  stock  for  the 
new  independent  subway  system. 

The  New  York  World  says: 

Whatever  the  outcome  of  this  litigation, 
it  has  already  become  evident  that  the 
Delaney  plan  is  unworkable.  Mr.  Delaney 
asked  for  an  initial  budgetary  allotment  of 
$20,(100.000,  which  was  to  be  quadrupled 
withip.  four  years.  It  was  found  that  the 
first  $20,000,000  could  not  be  provided  with- 
out raising  the  tax  rate  or  else  curtailing 
expenditures  for  other  purposes.  The  city 
administration  naturally  shrank  from  either 
alternative  and  consequently  was  compelled 
ti  reduce  the  first  appropriation  to  $13,- 
000,000.  The  setback  which  this  plan  has 
received  in  no  way  interferes  with  the 
unification  program  now  in  preparation  b'- 
the  Transit  Commission.  Instead,  it  rather 
emphasizes  the  need  of  the  economies  of 
unified  service  as  the  way  out  of  the  muddle. 


Readers,  What  Have  You? 

NEW  YORK  Public  Library, 
42d  Street  and  Fifth  Avenue, 
New  York  City,  wants  to  complete 
its  volumes  of  Street  Railway  Jour- 
nal, the  predecessor  of  this  paper. 
It  is  making  an  appeal  to  us  to  help 
find  the  missing  numbers.  It  lacks 
the  following: 

Vol.  1— November,  1884,  to  October, 
1885. 

Vol.  2— November,  1885,  to  October, 
1886. 

Vol.  3 — November,  1886,  to  Decem- 
ber, 1887. 

Vol.  4 — January,  1888,  to  Decem- 
ber, 1888. 

Vol.  5,  No.  1— January,  1889. 

Vol.  5,  No.  6— June,  1889. 

Here  is  your  chance  to  contribute 
to  an  institution  national  in  char- 
acter, and  noted  as  a  reference 
library,  the  numbers  it  needs  to 
complete  its  file  of  information 
about  the  activities  of  this  industry. 


Another  Jitney  Move  in 
Detroit 

State  Supreme  Court  refuses  to  reopen  case 

there  which  debars  parasites  from 

principal  thoroughfares 

THE  Michigan  Supreme  Court  on 
Dec.  1  refused  to  reopen  the  hearing 
conducted  before  it  last  year  involving 
the  right  of  jitneys  to  operate  in  Detroit. 
It  is  believed  that  the  state  court's  ac- 
tion, which  also  included  the  dissolving 
of  all  jitney  injunctions,  blocks  any  pos- 
sible new  attempts  to  get  the  case  back 
into  that  court.  It  dissolved  its  own 
injunction  previously  existing  against 
the  enforcement  of  the  ordinance.  The 
legal  battle  between  the  city  and  the 
jitney  organizations  has  extended  from 
1922,  when  the  ordinance  was  passed 
ruling  the  jitneys  ofif  certain  principal 
streets  over  which  they  operated.  Since 
that  time  court  actions  of  various  kinds 
have  prevented  the  enforcement  of  the 
ordinance  and  the  jitneys  are  still  oper- 
ating. 

Corporation  Counsel  Charles  P. 
O'Neil  is  awaiting  the  receipt  of  the 
official  Supreme  Court  order  before  tak- 
ing any  steps  to  enforce  the  ordinance. 
The  jitney  organizations  base  their  hope 
for  the  future  on  the  temporary  injunc- 
tion issued  more  than  a  year  ago  by 
Circuit  Judge  Harry  J.  Dingeman,  re- 
straining the  city  from  enforcing  the 
ordinance.  Judge  Dingeman  is  now  ill, 
and  it  was  announced  by  the  Corpora- 
tion Counsel  that  if  the  State  Supreme 
Court's  order  does  not  dissolve  the 
Dingeman  injunction  the  quickest  way 
to  end  the  injunction  will  be  sought. 

The  ordinance  was  first  held  invalid 
by  the  Circuit  Court,  but  on  an  appeal 
to  the  State  Supreme  Court  by  the  city, 
that  court  found  it  sound.  A  later  mo- 
tion by  Edward  N.  Barnard,  counsel  for 
the  jitney  drivers'  associations,  was 
denied.  State  Supreme  Court  Justice 
John  Bird  later  signed  an  injunction 
temporarily  restraining  the  city  from 
making  the  ordinance  effective.  Then 
the  matter  was  carried  by  the  attorney 
for  the  jitneys  to  the  United  States  Su- 
preme Court  on  constitutional  grounds. 
The  city  appealed  to  the  full  State  Su- 
preme Court  following  the  order  of 
Justice  Bird  and  not  only  lost  the  appeal 
but  was  ordered  not  to  enforce  the  ordi- 
nance until  further  instructions  were  re- 
ceived from  that  court. 

Court  actions  against  the  jitneys, 
which  are  believed  to  make  Judge 
Dingeman's  injunction  ineffective,  in- 
clude the  state  court's  action  in  holding 
that  the  ordinance  is  valid,  the  denial 
for  one  motion  for  a  rehearing  and  the 
denial  of  a  recent  motion  by  the  jitney 
organizations  for  leave  to  file  a  motion 
for  rehearing.     The  United  States  Su- 


1076 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24 


preme  Court  has  also  thrown  the  case 
out  on  the  ground  that  it  has  no  juris- 
diction, no  federal  question  being  in- 
volved. 

It  has  been  announced  by  Mr.  Bar- 


nard  that  the  jitneys  will  continue  to 
operate  until  the  injunction  is  dissolved 
and  that  the  matter  will  be  appealed  to 
higher  courts  on  new  grounds  that  have 
arisen  since  the  first  appeal. 


"Narrow-Gage"  Will  Be  Electrified 

Hemphill  &  Wells  have  purchased  the  Boston,  Revere  Beach  8C  Lynn 

Railroad.    New  owners  plan  to  give  suburbanites 

de  luxe  transportation 


ELECTRIFICATION  plans  for  the 
Boston,  Revere  Beach  &  Lynn  Rail- 
road, popularly  known  as  the  "narrow- 
gage,"  have  been  divulged  by  Gardner 
F.  Wells,  new  president  of  the  railroad, 
which  was  recently  purchased  by  Hemp- 
hill &  Wells  of  New  York  City,  an  engi- 
neering and  management  organization. 
The  organization  also  operates  the 
Interstate  Street  Railway  of  Attleboro, 
Mass.,  and  the  Poughkeepsie  &  Wap- 
pingers  Falls  Railway,  serving  Pough- 
keepsie, N.  Y. 

The  purchase  of  the  stock  of  Karl  C. 
Adams,  president  of  the  road,  amounting 
to  more  than  5,000  shares  of  the  out- 
standing 8,500  shares,  at  $137.50  a  share, 
was  effected  through  a  holding  com- 
pany known  as  the  Eastern  Railway 
Associates,  Boston,  according  to  Boston 
newspaper  reports. 

Following  a  complete  engineering 
investigation,  the  board  of  director.s. 
consisting  of  Daniel  P.  Abercrombie. 
Charles  A.  Collins,  Albert  W.  Hemp- 
hill, Walter  P.  Simonds,  Gardner 
F.  Wells  and  George  W.  Wells,  issued 
the  following  statements  concerning 
the  electrification  and  the  financing  of 
the  improvements : 

"In  order  to  give  the  patrons  of  the 
road  the  benefit  of  improved  service, 
more  expeditious  movement  of  trains 
and  modern,  efficient  methods  of  opera- 
tion, with  resulting  advantage  to  the 
company  and  to  the  traveling  public, 
the  necessary  steps  will  be  taken  to 
electrify  the  company's  line  and  to 
install  such  other  improvements  and 
equipment  as  in  the  judgment  of  the 
general  managers  will  most  effectively 
promote  the  rendering  of  speedy,  efficient 
and  satisfactory  service. 

"In  order  to  finance  the  proposed  im- 
provements and  for  other  corporate  pur- 
poses, the  directors  recommend  to  the 
stockholders  that  they  authorize  imme- 
diate application  to  the  Department  of 
Public  Utilities  for  authority  to  issue 
1,700  additional  shares  of  stock,  and 
$1,000,000  of  general  mortgage  bonds  of 
the  company." 

Application  will  be  made  to  the  De- 
partment of  Public  Utilities  for  author- 
ity to  issue  eventually  11,900  additional 
shares  of  stock  and  $1,000,000  of  gen- 
eral mortgage  bonds,  but  of  the  addi- 
tional stock  it  is  planned  to  issue  only 
1,700  shares  immediately,  authority  with 
respect  to  the  balance  being  desired  for 
future  refunding  purposes. 

"Subject  to  the  Department  of  Public 
Utilities  for  the  security  issue  necessary 
to  finance  the  undertaking,"  stated 
Gardner  F.   Wells,  "the  new   manage- 


ment will  carry  forward  its  plans  to 
electrify  both  the  12-mile  double-track 
main  line  between  Lynn  and  the  East 
Boston  ferry  terminal  and  the  Winthrop 
loop  line. 

"The  3-ft.  gage  will  be  retained  on 
the  entire  system,  totaling  34  miles  of 
single  track.  The  complete  program 
will  cost  more  than  $1,000,000  and  in- 
cludes the  purchase  of  new  car  equip- 
ment, remodeling  of  all  stations,  in- 
stallation of  an  overhead  system  and  the 
construction  of  substations. 


Main  line  of  the  Boston,  Revere  Beach  8C 
Lynn  Railroad  from  Lynn  to  the  East 
Boston  ferry  and  the  Winthrop  loop 

"The  cars  to  be  used  will  be  of  the  de 
luxe  type,  modern  in  every  respect  and 
comfortable  as  well  as  attractive.  The 
seats  are  to  be  individual  type,  leather 
upholstered.  The  cars  will  be  mounted 
on  special  narrow-gage  Brill  trucks, 
with  SO-hp.  special-design  motors  and 
control  equipment  for  multiple-unit  op- 
eration. They  will  be  designed  so  that 
trains  of  any  number  of  units,  from  one 
to  ten,  can  be  operated. 

"Catenary  type  overhead  will  be  in- 
stalled to  distribute  the  600  volts  direct 
current  to  be  used  on  the  system.  The 
overhead  system  was  selected  rather 
than  the  third  rail  because  of  the  many 
cuts  and  marshes  on  the  road  and  be- 
cause of  the  trouble  which  would  accom- 
pany the  heavy  winter  snows.  Two 
permanent  substations  and  one  portable 


substation  will  be  used  to  distribute  the 
electrical  energy,  which  will  be  pur- 
chased from  local  central  stations. 

"All  passenger  stations  will  be  re- 
painted and  remodeled.  The  prepayment 
system  is  to  be  used  so  that  selling 
tickets  at  the  stations  and  collecting 
them  on  the  trains  will  be  eliminated. 

"The  company  plans  to  give  the  pa- 
trons a  high-speed  electric  service  which 
will  prove  much  more  satisfactory  than 
any  given  heretofore.  Trains  will  oper- 
ate at  more  frequent  intervals  and  with 
greater  elasticity. 

"Electric  trains  will  provide  not  only 
a  faster  ride  but  also  a  cleaner  ride. 
This  feature  will  be  appreciated  par- 
ticularly in  the  tunnels  on  the  road, 
where  the  smoke  from  the  steam  locomo- 
tives has  proved  in  the  past  a  nuisance 
to  the  patrons  and  a  problem  to  the 
owners." 

Steam  Operation  Began 
Over  Half  Century  Ago 

Since  July  20.  1875,  more  than  half  a 
century  ago,  the  "narrow-gage"  has 
been  operated  to  the  great  convenience 
and  advantage  of  residents  of  the  North 
Shore  between  Boston  and  Lynn.  Its 
beginning  was  a  humble  one,  for  the 
company's  entire  rolling  stock  included 
three  locomotives  and  eleven  cars.  On 
the  first  day  of  operation  the  trains  car- 
ried 1.078  passengers.  The  fare  from 
Boston  or  Lynn  to  Revere  Beach  was 
10  cents,  making  the  fare  between  Bos- 
ton and  Lynn  20  cents.  In  1891  the 
company  absorbed  the  Boston,  Win- 
throp &  Shore  Railroad,  which  it  made 
the  Winthrop  branch.  This  road  was  a 
similar  narrow-gage  passenger  line  with 
a  route  of  4.7  miles  from  East  Boston  to 
Winthrop  and  one  of  12.6  miles  from 
Crescent  Beach  to  Point  of  Pines, 
Revere.  Although  the  line  paid  no  divi- 
dends when  operated  by  an  independent 
company,  it  proved  profitable  as  a  branch 
of  the  Boston,  Revere  Beach  &  Lynn 
Railroad. 

The  first  president  of  the  railroad  was 
A.  P.  Blake.  In  1891  Col.  Melvin  O. 
Adams  became  president  and  took  over 
the  executive  management  of  the  rail- 
road. Upon  the  death  of  Colonel 
-Adams,  six  years  ago,  his  son,  Karl  C. 
.\dams,  succeeded  as  president  and  ex- 
ecutive manager  of  the  railroad,  so  that 
the  railroad  has  been  sort  of  a  "step- 
child" of  the  Adams  family. 

Road  Experienced  A  Rapid  Growth 

Tunnels  were  put  through  the  hills  in 
East  Boston  in  the  '90s  and  a  new  ter- 
minal was  built  with  a  drop  and  ferry 
slip.  During  the  same  period  the  5-cent 
fare  was  introduced,  makine  the  total 
fare  from  Lynn  to  Boston  only  10  cents. 
The  number  of  passengers  increased  by 
leaps  and  bounds  and  increased  carry- 
ing capacity  was  demanded.  The  cars 
were  enlarged  and  the  locomotives  were 
built  heavier  and  larger.  Today,  after 
a  half  century  of  operation,  the  com- 
pany has  26  locomotives  and  four  big, 
modern  ferry  boats.  Through  its  long 
period  of  operation  the  road  has  con- 
tinued to  pay  dividends,  a  rare  accom- 
plishment for  any  railroad. 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1077 


Another  Move  to  Restore 
Railway  Service  in  Columbia 

A  manufacturer  of  buses  with  a 
branch  office  at  Atlanta,  Ga.,  recently 
made  a  definite  proposal  to  the  City 
Council  of  Columbia,  S.  C,  to  operate 
the  street  cars  of  the  Columbia  Rail- 
way, Gas  &  Electric  Company  in  con- 
nection with  the  buses  now  run  there. 
The  proposition  was  made  by  attorneys 
representing  the  manufacturer  and  the 
Carolina  Transit  Company,  which 
originally  operated  the  buses  in  Colum- 
bia. Some  time  ago  the  bus  maker, 
creditor  of  the  Carolina  Transit  Com- 
pany, took  over  the  operation  of  the 
buses. 

According  to  the  proposal,  the  bus 
maker  will  organize  a  company  with 
a  capital  of  $250,000  to  take  over  the 
bus  lines  and  the  railway  equipment, 
now  idle  in  the  carhouse,  and  run  the 
two   in  conjunction. 

The  suggestion  is  conditioned  on 
several  points,  namely,  that  a  proper 
arrangement  can  be  made  with  the 
Columbia  Railway,  Gas  &  Electric  Com- 
pany, owner  of  the  railway  system, 
whereby  the  new  company  will  have 
conveyed  to  it  the  franchise  of  the 
old  company ;  that  a  contract  can  be  ar- 
ranged to  furnish  the  new  company  with 
power  at  a  reasonable  rate  for  a  period 
of  ten  years;  that  the  City  Council 
enforce  the  ordinance  regarding  the 
operation  of  jitneys  on  the  streets  of 
Columbia,  an  ordinance  now  before  the 
South  Carolina  Supreme  Court;  that 
all  litigation  concerning  the  railway 
system  be  terminated,  and  that  the 
Council  use  its  efforts  in  securing  a 
reduction  of  the  taxable  value  of  the 
railway  system  as  it  appears  at  the 
present  time  and  that  the  Council  re- 
lieve the  system  of  any  obligation  for 
street  paving  which  now  exists  by  vir- 
tue of  ordinances  passed  heretofore. 

According  to  the  proposal,  the  manu- 
facturer believes  that  at  the  beginning 
of  operation  by  the  new  company  some 
25  or  28  pieces  of  equipment,  includ- 
ing cars  and  buses,  would  be  in  oper- 
ation on  the  streets  of  the  city.  The 
Columbia  Council  has  taken  the  pro- 
posal  under  consideration. 

After  the  street  cars  were  withdrawn 
last  March  several  actions  were  started 
in  the  courts  to  compel  the  restoration 
of  trolley  service.  Disposition  of  these 
has  not  yet  been  made.  The  jitneys 
also  instituted  proceedings  relative  to 
the  constitutionality  of  an  ordinance 
which  required  the  jitneys  to  operate 
over  a  certain  prescribed  route  and  on 
regular  schedule.  This  matter  is  also 
before  the  courts. 

At  present  the  jitneys,  carrying  pas- 
sengers for  10  cents,  operate  over  any 
streets  they  see  fit,  cease  operations 
when  they  so  please  and  offer  a  compe- 
tition to  any  other  form  of  transpor- 
tation that  can  hardly  be  met.  Buses 
too  are  operated  on  a  10-cent  fare.  The 
jitneys,  carrying  passengers  direct  to 
their  doors,  have  so  reduced  the  patron- 
age of  the  buses  that  the  latter  can 
hardly  keep   on  operating  indefinitely. 


The  outcome  of  the  latest  move  to 
restore  railway  service  in  the  capital  of 
South  Carolina  is  said  to  be  very  prob- 
lematical. 

• 

Successful  Bidder  for  Staten 
Island  Equipment  Not  Decided 

No  decision  has  been  made  on  the 
public  auction  sale  of  trackless  trolley 
cars  and  trolley  cars  which  took  place 
at  the  office  of  the  Department  of  Plant 
and  Structures  of  the  city  of  New  York 
on  Dec.  5.  The  equipment  was  first 
offered  in  separate  parcels  and  then  in 
one  lot.  R.  W.  Marshall,  New  York, 
was  the  high  bidder  for  the  separate 
parcels  and  H.  E.  Salzburg  &  Com- 
pany, Inc.,  New  Y^ork,  was  the  high 
bidder  for  the  material  to  go  in  one  lot. 
A  decision  on  the  disposition  of  the 
equipment  will  be  made  soon.  The 
equipment  that  was  sold  was  used  by 
the  city  in   service  operated  by  it  on 

Staten  Island. 

« 

From  Exclusive  Brighton  to 
Downtown  Rochester  by  Tube 

Rochester's  $12,000,000  subway  in  the 
bed  of  the  abandoned  Erie  Canal  was 
opened  on  Dec.  1,  with  local  shuttle 
service  and  interurban  cars  operated  by 
the  New  York  State  Railways.  There 
was  no  official  ceremony,  but  thousands 
of  persons  used  the  line  on  the  first  day. 
A  bursted  water  main  held  up  operation 
for  three  hours,  but  that  was  the  only 
incident  to  mar  the  beginning.  The 
shuttle  line  provides  local  high-speed 
service  between  Winton  Road  at  the 
eastern  end  of  the  line  to  City  Hall,  in 
the  heart  of  the  downtown  district. 

Rochester  &  Eastern  interurban  cars 
have  been  diverted  from  the  city  streets 
at  Monroe  Avenue  and  are  now  running 


in  the  subway  through  the  city,  greatly 
relieving  the  traffic  congestion  problem. 

The  New  York  State  Railways  also  is 
providing  freight  switching  service  to 
industries  along  the  subway  line. 

Because  installation  of  signals  has 
not  been  completed,  the  maximum  pos- 
sible speed  is  not  yet  in  effect  on  the 
railroad. 

The  shuttle  service  is  maintained  on 
approximately  a  half  hour  schedule, 
starting  with  a  running  time  of  eleven 
minutes  from  Winton  Road  to  City  Hall. 
This  speed,  City  Railway  Commissioner 
Barnes  announced,  would  be  cut  con- 
siderably when  signal  installation  is 
finished  and  the  operators  are  more 
familiar  with  the  tracks. 

The  fare  on  the  subway  is  9  cents 
within  the  limits  of  the  city  and  5  cents 
additional  outside. 

The  shuttle  service  provides  a  much 
needed  means  of  rapid  transportation  for 
commuters  from  the  suburb  of  Brighton. 
All  trolleys  make  stops  at  the  following 
stations  :  City  Hall,  Court  Street,  Meigs 
Street,  Monroe  Avenue,  Culver  Road, 
Colby  Street,  Winton  Road,  Highland 
Avenue,  Elmwood  Avenue  and  Row- 
land's Loop. 

The  first  interurban  car  leaves  City 
Hall  station  at  6:10  a.m.  and  the  last 
one  departs  at  II :  10  p.m.  A  30-minute 
schedule  is  maintained  in  the  rush  hours 
and  hourly  otherwise.  The  local  service 
starts  at  6:15  a.m.  and  stops  at  mid- 
night. 

The  subway,  running  from  Oak  Street 
on  the  western  edge  of  the  city  and 
ending  at  Brighton,  an  exclusive  resi- 
dential suburb,  will  be  operated  by  the 
New  York  State  Railways  for  a  three- 
year  trial  period  under  virtually  the 
same  terms  as  those  of  the  service-at 
cost  contract  under  which  city  railway 
and  bus  service  is  maintained, 


First  commuters  arriving  at  City  Hall  station  following  the  opening 
ot  Rochester's  new  ^12,000,000  subway 


1078 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24- 


No  Selection  Yet 

Chicago  parties  fail  to  agree  on  arbitration 

board  member.     Matter  pending 

since  last  July 

The  failure  of  Judge  Kickham  Scan- 
Ian,  representing  the  street  car  men's 
union,  and  E.  J.  Mcllraith,  Chicago 
Surface  Lines'  representative,  to  decide 
upon  a  third  member  of  the  arbitration 
board  which  was  approved  by  both 
parties  on  July  19,  has  resulted  in  some 
public  discussion.  Names  of  some  25 
different  persons  have  been  submitted 
to  both  members,  but  the  majority  have 
been  flatly  rejected. 

Officials  of  the  local  union  are  said 
to  feel  the  companies  have  been  remiss 
about  carrying  out  their  part  of  the 
arbitration  agreement.  Mr.  Mahon, 
president  of  the  Amalgamated  Associa- 
tion of  Street  and  Electric  Railway 
Employees,  is  expected  to  arrive  in 
Chicago  this  week  for  the  purpose  of 
deciding  what  action  is  best.  The  Chi- 
cago Rapid  Transit  Company  trainmen 
have  agreed  to  be  governed  by  any  ar- 
rangement reached  by  the  Surface  Lines 
negotiations. 

The  negotiations  for  a  new  wage 
scale  date  back  to  June  1,  when  the  last 
wage  agreement  expired.  At  that  time, 
the  Surface  Lines  employees  demanded 
an  increase  of  15  cents  an  hour  together 
with  the  $20  weekly  sick  benefits  and 
$1,000  in  life  insurance,  which  had  been 
granted  to  the  Rapid  Transit  Line  em- 
ployees last  year.  The  street  railway 
companies  subsequently  countered  with 
a  proposal  to  reduce  wages  5  cents  an 
hour,  maintaining  that  wages  and 
working  conditions  in  Chicago  were 
the  highest  and  best  in  the  country  and 
that  present  business  conditions  justified 
a  cut  rather  than  an  increase.  The  ar- 
bitration agreement,  which  was  adopted 
in  July  after  six  weeks  of  parleying, 
during  which  the  trainmen  voted  to 
authorize  their  union  officials  to  call  a 
strike  if  necessary,  admitted  both  the 
company's  and  the  union's  demands  as 
subjects  for  mediation. 

Federal  Judge  James  H.  Wilkerson 
announced  that  inasmuch  as  the  Chi- 
cago Railways  is  under  his  jurisdiction, 
because  of  receivership  proceedings,  he 
might  summon  the  companies  and  the 
union  representatives  before  him  should 
the  situation  become  acute.  The  Chi- 
cago Railways  represents  approximately 
60  per  cent  of  the  city's  street  railway 

mileage. 

• 

Fare  Hearing  in  St.  Paul 
on  Jan. 5 

The  postponed  hearing  by  the  Minne- 
sota Railroad  and  Warehouse  Commis- 
sion of  the  application  of  the  St.  Paul 
City  Railway  for  an  increase  in  car 
fare,  now  8  cents  cash  or  six  tokens  for 
40  cents,  is  set  for  Jan.  5,  1928.  The 
former  date  was  Nov.  14,  1927.  Judge 
T.  D.  O'Brien  and  W.  H.  Oppenheimer 
have  been  retained  by  the  St.  Paul 
Association  of  Public  and  Business 
Affairs  to  aid  Corporation  Counsel 
Arthur  A.  Stewart  to  represent  the 
city.     The   company   alleges   it  is   not 


receiving  the  7^  per  cent  set  by  the 
commission  as  a  fair  rate  of  return  on 
the  company's  property  valuation.  The 
city  and  association  will  oppose  any  in- 
crease in  fare. 


Careful  New  Jersey  Operators 
Will  Receive  ^130,000 

Approximately  $130,000  will  be  paid 
to  operators  of  railway  cars  and  buses 
under  the  no-accident  bonus  plan  put 
into  effect  Dec.  3,  1926,  by  the  Public 
Service  Railway  and  Public  Service 
Transportation  companies  of  Newark, 
N.  J.  The  object  was  to  provide  an 
additional  incentive  to  careful  operators 
and  the  further  promotion  of  safety. 
With  the  expiration  of  the  first  year's 
trial  of  the  plan  the  operators  will  be 
paid,  beginning  Dec.  12,  by  which  time 
the  complete  records  will  have  been 
computed.  The  plan  called  for  the  pay- 
ment to  operators  of  bonuses  for  good 
accident  records. 

The  plan  will  be  continued  for  an- 
other year  under  revisions  which  will 
give  the  operator  more  frequent  returns 
for  his  efforts.  While  Vice-President 
Boylan  says  that  it  is  difficult  "to  deter- 
mine whether  it  has  brought  the  return 
in  accident  reduction  which  this  large 
expenditure  warrants,"  neverthless,  be- 
lieving the  great  majority  of  men  have 
tried  to  co-operate,  he  has  decided  to  try 
it  again.  Under  the  new  plan  the  year 
will  be  divided  into  three  bonus  periods 
as  follows: 

First  period  to  run  from  Decem- 
ber, 1927,  to  March,  1928;  second  per- 
iod from  April  to  July,  1928.  third 
period,  from  August  to  November,  1928. 
Bonuses  will  be  paid  for  each  period  as 
follows :  To  operators  having  a  per- 
fect record,  $20 ;  to  those  having  one 
accident,  $19:  to  those  having  two,  $17,- 
50;  to  those  having  three,  $15.  Those 
having  more  than  three  accident  will 
not  be  entitled  to  any  bonus.  In  ad- 
dition, an  extra  $20  will  be  paid  to 
those  having  perfect  records  for  the 
three  periods.  Bonuses  will  be  paid 
during  the  first  month  following  the 
expiration  of  a  period. 

In  addition  a  carhouse  or  garage 
bonus  will  be  awarded  to  the  carhouse 
or  garage  in  each  division  which  makes 
the  best  showing  in  each  bonus  period. 
The  record  will  be  based  on  a  com- 
parison of  the  number  of  accidents  per 
100.000  car-miles  during  each  bonus 
period,  with  the  record  for  the  cor- 
responding four  month  of  the  previous 
year.  This  bonus  will  be  $5  for  each 
operator  assigned  to  the  winning  car- 
house  or  garage  on  the  last  day  of  the 
bonus  period. 

Those  eligible  to  bonus  participation 
are  regular  or  extra  operators  engaged 
in  passenger  service  who  work  95  days 
in  any  bonus  period.  Any  operator 
failing  to  report  an  accident  of  which 
he  has  knowledge  becomes  ineligible  for 
bonus  in  that  period  and  any  operator 
leaving  the  service  of  the  company  be- 
fore the  final  day  of  any  bonus  period 
forfeits  his  right  to  any  bonus  for  that 
period. 


Suspended  Railway  Proposed 
for  Montreal 

In  an  attempt  to  solve  the  problem 
of  traffic  congestion  on  the  Island  of 
Montreal,  Canada,  a  plan  for  the  trans- 
portation of  passengers  new  at  least  to 
Canada  is  now  being  studied  by  the 
chief  engineer  of  the  Montreal  Tram- 
ways Commission,  who  has  been  in- 
structed by  the  commission  to  report 
on  it. 

The  system,  in  brief,  may  be  de- 
scribed as  an  overhead  railway  which 
differs  from  the  ordinary  elevated 
system  in  that  the  cars,  instead  of 
running  on  tracks,  are  suspended  like 
baskets  from  a  specially  designed  run- 
ning beam.  The  designer,  W.  E. 
Hamilton,  with  the  assistance  of  his 
son,  C.  Harold  Hamilton,  has  devised 
the  scheme  for  the  peculiar  conditions 
of  Montreal.  As  described  the  pro- 
posed system  is  apparently  similar  to 
the  famous  suspension  monorail  over 
River  Wuppur  at  Elberfeld,  Germany. 

A  report  on  the  proposed  system  is 
now  being  prepared  for  the  chairman 
of  the  Tramways  Commission.  In  the 
meantime  the  plans  are  undergoing 
constructive  criticism  at  the  hands  of 
various  tramway  and  railway  officials 
to  whom  the  scheme  has  been  presented 
by  the  designer. 


Work  Started  on  Important 
San  Francisco  Line 

Mayor  Rolph  of  San  Francisco,  Cal., 
broke  ground  on  Nov.  24  for  the  Judah 
Street  car  line,  which  is  to  tap  the  Sun- 
set district.  Sunset  residents  gathered 
in  jubilation  over  the  long-looked-for 
line  of  the  San  Francisco  Municipal 
Railway.  After  'a  brief  program  of 
speechmaking  the  contractors  began 
work  on  the  line.  It  is  expected  the 
road  will  be  completed  by  Feb.  15. 


Date  Fixed  for  Subway  Bids 
in  New  York 

The  Board  of  Transportation  of  New 
York  City  announced  recently  that  it 
would  receive  bids  on  Dec.  30  for  con- 
struction of  another  section  of  the  new 
subway  system  in  Brooklyn,  running 
along  Manhattan  Avenue  from  Nassau 
Avenue  to  Greene  Street,  in  the  Green- 
point  district.  The  contract  is  the  third 
advertised  this  month  for  bids  on  sub- 
way construction  work  in  the  area  be- 
tween McCarren  Park  and  Long  Island 
City. 

Bids  on  the  section  in  Long  Island 
City  from  Arch  Street  to  Queens 
Street,  to  form  the  junction  of  the 
Queens  Boulevard  and  Brooklyn  cross- 
town  routes  at  the  connection  with  the 
53d  Street  tunnel  to  Manhattan,  were  to 
be  received  by  the  Board  of  Transporta- 
tion Dec.  9.  On  Dec.  21  the  Board  of 
Transportation  will  receive  bids  for  the 
section  along  Manhattan  Avenue,  under 
Newtown  Creek,  and  along  Vernon  and 
Jackson  Avenues  from  Freeman  Street. 
Brooklyn,  to  Arch  Street,  Queens. 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1079 


New  Franchise  Modern  in  Terms 
Wanted  in  Grand  Forks 

Unless  a  new  franchise  not  so  exact- 
ing as  the  present  one  is  granted  to 
the  Grand  Forks  Street  Railway,  Grand 
Forks,  N.  D.,  by  the  City  Commission 
the  company  will  go  into  liquidation 
as  the  stockholders  will  not  be  willing 
to  continue  longer  with  a  proposition 
that  is  paying  no  dividends  and  shows 
no  prospects  of  being  a  paying  invest- 
ment. 

Urging  immediate  consideration  of 
the  matter,  by  the  Council  a  representa- 
tive of  the  company  stated  that  the 
annual  meeting  of  stockholders  would 
be  held  on  Jan.  11,  and  a  60  days  notice 
of  the  matter  of  applying  for  a  new 
charter  had  to  be  given  the  stockholders. 
Unless  there  is  some  assurance  of  the 
company  being  relieved  of  the  cost  of 
paving,  counsel  explained  that  there 
was  no  use  in  trying  to  obtain  a  major- 
ity vote  of  the  stockholders  for  the 
renewal  of  the  state  charter. 


Iowa  with  reference  to  fixing  the  rates 
for  elecric  railways,  he  said  in  part: 

I  have  sat  for  hours  almost  without 
number  in  these  cases — the  Des  Moines 
street  railway,  the  Otturawa  case  and 
others — in  which  eminent  counsel  have 
talked  for  hours  about  the  fixing  of  elec- 
tric railway  rates.  For  years  there  has 
been  discussion,  but  nothing  else,  about 
having  the  power  to  fix  rates  conferred 
upon  a  commission,  or  upon  the  railway 
commission,  or  upon  the  City  Council,  all 
without  results. 


Baltimore  Fare  Testimony 

Concluded 

Testimony  has  been  concluded  before 
the  Maryland  Public  Service  Commis- 
sion on  a  petition  filed  by  the  United 
Railways  &  Electric  Company,  Balti- 
more, Md.,  for  permission  to  increase 
the  car  fare  from  7^  cents  to  10  cents. 
Lawyers  on  both  sides  have  been  re- 
quested to  file  briefs  with  the  commis- 
sion. Final  arguments  will  then  be 
heard. 


Fare  Increase  Sought  in  Wichita 

The  Wichita  Transportation  Com- 
pany, Wichita,  Kan.,  has  filed  with  the 
City  Commission  a  request  for  a  new 
twenty-year  franchise  and  an  increase 
in  fares  for  its  electric  railway.  The 
company  wants  street  car  fares  the 
same  as  fares  for  buses,  single  8  cents 
and  on  down  with  24  fares  for  $1.50. 
Early  in  the  present  year  the  system  at 
Wichita  passed  into  control  of  local 
interests. 


Ten  Cents  in  Council  Bluffs 

The  report  of  the  master  in  chancery 
which  granted  the  request  of  the  Omaha 
&  Council  Bluffs  Street  Railway  for  a 
10-cent  fare  in  Council  Bluffs,  Iowa, 
was  recently  affirmed  by  Judge  Martin 
J.  Wade.  The  present  fare  on  the  rail- 
way line  is  7  cents.  The  city  of  Council 
Bluffs  fought  the  attempt  to  gain  a  3-cent 
boost,  contending  that  the  old  5-cent 
fare  was  a  sufficient  and  just  charge. 

In  his  statement  Judge  Wade  decried 
the  fact  that  Iowa  had  no  statute  pro- 
viding for  the  regulation  of  electric  rail- 
ways. Nearly  all  other  utilities  were 
regulated  by  public  bodies,  he  pointed 
out,  but  under  the  Iowa  law  no  public 
body  had  the  power  to  fix  rates  and 
regulate  service  of  a  railway.  Express- 
ing his  impatience  with  the  situation  in 


"Borrow  Books"  Suggested  to 
Cincinnati  Employees 

All  employees  of  the  Cincinnati 
Street  Railway,  Cincinnati  Ohio,  are 
urged  by  the  management  to  take  ad- 
vantage of  the  invitation  of  Chalmers 
Hadley,  librarian  of  the  Public  Library 
of  Cincinnati,  to  visit  the  library  and 
borrow  some  good  books  and  magazines, 
which  really  belong  to  all  taxpayers. 
With  time  and  material  on  hand  the 
company  asks  in  the  Nezvs.  its  official 
organ,  "Do  we  want  more  pleasure  in 
living  and  a  wider  knowledge  of  the 
world  and  its  people?  We  will  have 
only  ourselves  to  blame  if  we  do  not 
use  our  public  library."  Mr.  Hadley 
explained  in  a  letter  to  the  company 
how  easy  it  is  to  get  books. 


Another  Sensation  in 
Grand  Rapids 

With  city  officials,  railway  experts 
and  mechanical  engineers  as  special 
guests,  the  Grand  Rapids  Railroad, 
Grand  Rapids,  Mich.,  gave  the  final 
tests  to  the  new  Versare  six-wheel 
electric  railway  coach  a  few  days  ago 
and  placed  the  new  vehicle  in  regular 
service  for  experimental  purposes. 

With  the  distinguished  company  on 
board  the  coach  was  run  over  the 
company's  lines  so  they  might  ap- 
preciate the  riding  qualities,  quick  ac- 
celeration, quick  braking  and  other 
factors  that  are  sought  in  meeting 
present-day  traffic  conditions.  In- 
cluded in  the  party  were  Mayor  Elvin 
Swarthout,  City  Manager  Fred  H. 
Locke,  City  Consulting  Engineer 
Gerald  J.  Wagner,  City  Engineer  C. 
W.  Darling,  Director  of  Public  Service 
W.  A.  Sperry,  Director  of  Public  Wel- 
fare A.  E.  Davidson,  Safety  Director 
James  Sinke,  Vice-President  and  Gen- 
eral Manager  L.  J.  DeLamafter  of  the 
railway  and  these  representatives  and 
experts  representing  the  industry:  O. 
F.  Warhus,  vice-president  of  the  Ver- 
sare Corporation,  Albany,  N.  Y. ;  W.  H. 
Beattys,  Jr.,  Chicago;  J.  S.  Y.  Fralick, 
Chicago;  K.  A.  Simmon,  Pittsburgh; 
J.  C.  Morrell,  Pittsburgh;  P.  L.  Her- 
mann and  W.  N.  Mohr,  Detroit;  N.  M. 
McKibbin,  Detroit;  A.  D.  Wood, 
Chicago. 

The  new  coach,  developed  after  two 
years  work  by  the  Grand  Rapids  Rail- 
road and  the  Versare  Corporation,  has 
been  very  favorably  received  by  the 
public. 


Philadelphia  Electrification 

Ready  by  June 

Electrification  of  the  line  of  the  Penn- 
sylvania Railroad  from  Philadelphia  to 
Wilmington  and  the  Octoraro  branch 
to  West  Chester,  via  Swarthmore  and 
Media,  will  cost  approximately  $11,- 
000,000.  The  Wilmington  line  will  be 
completed  early  in  June,  1928,  and  the 
West  Chester  line  is  expected  to  be  in 
operation  in  August.  It  has  been  an- 
nounced that  installations  of  electrical 
equipment  on  128-passenger  cars  for 
operation  on  these  lines  is  practically 
completed.  The  electrification  of  these 
two  lines  is  part  of  the  railroad's  plan 
now  being  actively  developed  for  the 
construction  of  the  new  main  passenger 
terminal  on  the  west  bank  of  the  Schuyl- 
kill, a  subway  extension  under  Filbert 
Street  and  an  underground  station  for 
suburban  trains  at  Fifteenth  Street  and 
the  Parkway.  All  suburban  trains  will 
be  electrified  for  operation  in  the 
subway. 

» 

Vote  Asked  on  Long  Beach,  Cal., 
Proposal 

D.  W.  Pontius,  vice-president  and 
general  manager  of  the  Pacific  Electric 
Railway,  has  proposed  to  the  city  of 
Long  Beach,  Cal.,  that  there  be  a  vote 
of  the  people  on  the  three  alternative 
transportation  propositions  recently 
presented  to  Long  Beach.  In  his  letter 
to  the  city  authorities,  Mr.  Pontius 
says: 

We  ask  that  at  the  next  election,  if  you 
do  not  feel  one  should  be  called  for  this 
particular  purpose,  you  place  on  the  bal- 
lot for  the  consideration  of  the  voters 
these  three  propositions : 

Shall  the  offer  of  the  Pacific  Electric 
Railway  to  serve  the  city  of  Long  Beach 
with  local  service  by  unified  operation  of 
street  cars  and  buses  be  accepted? 

Shall  the  Lang  Transportation  Com- 
pany's offer  to  operate  local  bus  service  in 
the  city  of  Long  Beach  under  a  2i-year 
permit  be  accepted? 

Shall  the  city  of  Long  Beach  establish 
and  operate  its  own  municipal  bus  service 
in  the  city?  (If  this  is  carried  affirma- 
tively a  bond  issue  will  be  necessary  and 
will  have  to  be  considered  at  a  later 
election). 

The  City  Manager  disagrees  with 
Mr.  Pontius  concerning  the  necessity 
of  a  bond  issue  for  inauguration  of  a 
municipal  system  of  buses.  He  thinks 
it  can  be  financed  otherwise. 


New  Identification  Signs 
in  Topeka 

'  With  the  advent  of  the  new  year, 
Topekans  will  be  able  to  identify  the 
cars  of  the  Topeka  Railway,  Topeka, 
Kan.,  from  afar.  New  6-ft.  boards  with 
signs  telling  the  destination  of  the  car 
are  to  be  affixed  to  the  upper  part  of 
the  cars  on  either  side,  indicating  the 
town  on  which  line  the  car  is  operat- 
ing. The  signs  are  to  be  decorative 
as  well  as  beneficial  to  the  riding  pub- 
lic. At  present  Topeka  street  cars 
carry  signs  only  in  front. 


1080 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24- 


Recent  Bus  Developments 


^^^ 


They  are  said  to  show  a  loss  of  ap- 
proximately 10  cents  a  mile.  In  1926 
the  system  operated  at  a  loss  of  $307,- 
302  and  so  far  this  year  the  loss  has 
been  $134,530. 


Accounting  Order  Expected  in 
Pennsylvania  in  January 

Promulgation  of  an  order  relating  to 
bus  accounting  eflfective  Jan.  1,  1928, 
is  probable  by  the  Public  Service  Com- 
mission of  Pennsylvania.  To  this  end 
there  was  a  public  hearing  before  the 
commission  in  Harrisburg  on  Nov.  15. 
At  previous  informal  conferences,  all 
motor  carriers  and  others  interested  in 
the'  subject  were  permitted  to  submit 
criticisms,  amendments  and  changes. 

Several  of  those  who  spoke  mentioned 
preference  for  the  classification  adopted 
in  1926  by  the  National  Association  of 
Railroad  and  Utilities  Commissioners 
and  by  the  American  Electric  Railway 
Accountants   Association   in    1925. 

Except  for  a  few  instances  the  Penn- 
sylvania classification  follows  the  funda- 
mentals of  the  other.  Depreciation, 
however,  is  not  considered  a  part  of 
maintenance  expense,  but  is  set  up  in 
a  group  with  amortization  of  other 
capital  following  "other  general  ex- 
penses." The  title  of  this  new  group 
is  to  be  "Depreciation  and  Amortiza- 
tion." Operating  expense  groups  are 
arranged  in  the  following  order:  Con- 
ducting transportation,  maintenance, 
traffic,  general  administration  expenses, 
other  general  expenses  and  deprecia- 
tion. 

The  classification  as  drawn  applies 
to  bus  companies,  taxicab  companies 
and  to  trucks  when  they  are  an  inci- 
dental part  of  passenger  operations. 

Common  carriers  are  divided  into 
four  groups,  and  for  the  first  three,  a 
classification  has  been  drawn.  Qass 
A  applies  to  carriers  having  an  average 
annual  operating  revenue  of  more  than 
$250,000,  Qass  B  from  $50,000  to  $250,- 
000,  Class  C  from  $10,000  to  $50,000 
and  Qass  D,  of  less  than  $10,000,  for 
which  no  classification  is  prescribed. 


Higher  Bus  Fares  in  Kansas  City 
Under  Consideration 

The  Kansas  City  Public  Service 
Company,  Kansas  City,  Mo.,  is  consider- 
ing raising  bus  fares  and  eliminating 
at  least  three  non-paying  bus  lines,  as 
it  is  considered  by  company  officials 
that  this  is  the  only  means  by  which 
this  branch  of  the  public  carrier  system 
can  be  continued  in  operation.  It  is 
expected  that  these  changes  will  be  in- 
corporated into  a  new  franchise  now 
being  studied  and  which  will  be  sub- 
mitted to  the  City  Council  at  the  expira- 
tion of  the  present  grant  June  1,  1928. 

The  Armour-Peaso  line,  according  to 
Fred  G.  Buflfe,  vice-president  of  the 
company,  is  the  only  one  of  the  nine  In 
operation  to  show  a  profit.  Operation 
of  the  present  bus  system  for  the  past 
three  years  has  cost  the  company  $526,- 
636  more  than  the  total  receipts.  The 
average  operating  cost  for  each  mile 


is  placed  at  27  cents,  compared  with  the 
average  receipts  of  24.4  cents  a  mile. 
Officials  of  the  company  believe  that 
a  cash  fare  of  15  cents  with  two  tokens 
for  25  cents  will  show  a  proper  re- 
turn on  the  money  invested.  In  addi- 
tion to  the  increased  rate,  it  is  planned 
to  use  the  buses  for  the  most  part 
only  during  rush  hours.  The  Winches- 
ter, Leeds  and  South  Troost  lines,  be- 
cause of  the  poor  showing  they  have 
made,    are    slated    for    discontinuance. 


From  Pasadena  to  the  Pacific 
at  Long  Beach 

The  Pacific  Electric  Railway,  Los 
Angeles,  Cal.,  has  applied  to  the  Rail- 
road Commission  for  a  certificate  of 
public  convenience  and  necessity  to 
operate  auto  stage  service  between 
Pasadena  and  Long  Beach  over  a  route 
specified  in  detail  in  the  request  to  the 
state  bodv. 


Fewer  Cruising  Taxis  in  Philadelphia 

•Experiment  in  regulation  under  co-operation  of  state  body  and  city 

authorities.     Diamond  and  Cunningham  cabs  pass 

to  local  railway 


ON  DEC.  12,  or  shortly  thereafter,  a 
plan  will  be  put  into  effect  in  Phila- 
delphia which  it  is  expected  will  serve 
still  further  to  relieve  street  traffic  con- 
gestion. It  relates  to  the  regulation  of 
the  cruising  taxi.  Its  narrow  down- 
town streets  greatly  complicate  the 
problem  of  traffic  congestion  in  Phila- 
delphia. Last  winter  congestion  became 
so  acute  that  car  and  bus  riders  of  the 
Philadelphia  Rapid  Transit  Company 
were  seriously  inconvenienced.  Cruis- 
ing taxicabs  in  the  central  business  dis- 
trict naturally  add  to  the  volume  of 
traffic. 

The  Yellow  Cab  Company  felt 
for  a  long  while  that  if  the  cruising 
problem  could  be  satisfactorily  solved 
the  traffic  situation  would  be  helped 
considerably.  Accordingly  the  Pennsyl- 
vania Public  Service  Commission  ap- 
pointed a  committee  of  cab  operators, 
one  from  each  of  the  four  most  prom- 
inent companies,  to  report  a  plan  to 
eliminate  the  cruising  practice.  The 
commission  has  now  approved  this  re- 
port, and  the  City  Council  has  passed 
an  ordinance  authorizing  the  establish- 
ment of  the  additional  176  cab  stands 
in  the  central  section. 

Plea  Made  for  Cruising  Cabs 

The  committee  representing  the  cab 
companies  held  numerous  conferences, 
but  it  was  apparent  at  the  outset  that 
continuation  of  intensely  competitive 
methods  among  rival  cab  companies 
would  make  impossible  any  effective 
regulation  of  cruising.  Moreover,  the 
two  smaller  companies — the  Diamond 
and  the  Cunningham — felt  that  they 
would  suffer  material  losses  in  revenue 
if  forbidden  to  cruise,  since  their 
revenue  is  derived  almost  wholly  from 
this  source.  This  obstacle,  however, 
was  removed  by  the  agreement  of  the 
Philadelphia  Rapid  Transit  Company  to 
purchase  and  merge  them  with  the  Yel- 
low Cab  Company  under  terms  to  be 
submitted  to  the  commission  for  ap- 
proval. 


Full  consideration  was  given  to  the 
valuable  service  which  the  cruising  cab 
now  provides  to  the  riding  public  by 
making  this  form  of  transportation 
readily  accessible  in  the  busiest  sections 
of  the  city.  However,  the  committee 
believed  that  the  plan  which  it  sub- 
mitted, while  reducing  to  a  minimum  the 
interference  of  the  taxicab  with  moving 
traffic,  will  at  the  same  time  increase 
its  usefulness  as  a  public  carrier  by 
making  it  even  more  accessible  to  pros- 
pective riders. 

Expansion  of  Present  Cab 
Stand  Idea 

At  present  there  are  fifteen  regular 
cab  stands  in  the  district  affected  by  the 
new  plan,  with  accommodation  for  60 
cabs.  In  addition  about  540  cabs  are 
now  cruising  in  the  downtown  streets 
at  the  peak  hour.  It  was  recommended 
that  the  present  stands  be  retained  and 
that  176  new  stands  be  established  with 
accommodation  for  384  cabs.  The  num- 
ber of  cabs  within  the  district  in  the 
peak  hour  will  thus  be  reduced  from 
approximately  600  to  444,  or  about  25 
per  cent.  The  feeling  of  the  committee 
was  that  these  cabs  will  give  a  better 
service  than  is  now  possible,  since  they 
will  be  distributed  more  nearly  in  ac- 
cordance with  traffic  requirements  and 
will  be  stationary  except  when  in  ac- 
tual' service  or  when  returning  to  a 
stand.  In  so  far  as  possible  these  stands 
are  placed  at  such  frequent  intervals 
that  any  prospective  rider  can  get  a 
taxicab  at  the  nearest  street  comer. 

Telephones  will  be  installed  at  each 
end  of  159  of  the  proposed  191  stands, 
one  connecting  directly  with  the  Quaker 
switchboard  and  the  other  with  the  Yel- 
low switchboard.  These  phones  will  be 
available  to  the  public  without  charge. 

Yellow  and  Quaker  have  agreed  that 
the  two  companies  shall  have  equal 
rights  at  all  stands  and  that  the  stands 
will  also  be  opened  to  any  other  cab 
company  or  individual  cab  owner  op- 
erating under  certificate  of  convenience 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1081 


from  the  Public  Service  Commission. 
Cabs  bringing  riders  from  the  residen- 
tial district  to  the  business  section  will, 
after  discharging  their  passengers,  pro- 
ceed to  the  nearest  telephone  stand  and 
report  by  telephone  to  the  dispatcher. 
Cabs  carrying  riders  out  of  the  business 
district  will  be  replaced  by  additional 
cabs  dispatched  from  garages  as  needed. 
During  the  peak  hours  all  stands  will  be 
occupied  in  accordance  with  the  de- 
mands of  traffic.  At  all  times  cabs  will 
be  under  the  supervision  and  control  of 
the  telephone  dispatchers  and  street 
supervisors  in  the  district. 

In  other  words,  the  two  larger  com- 
panies, Quaker  and  Yellow,  are  ready, 
with  the  co-operation  of  the  commission 
and  the  city  authorities,  to  conduct  an 
experiment  in  cruising  regulation  within 
the  district  bounded  by  Arch  Street  on 
the  north  and  Walnut  Street  on  the 
south,  inclusive,  from  the  Delaware 
River  to  the  Schuylkill  River,  these 
boundaries  to  be  extended  later  to  in- 
clude the  entire  city  as  rapidly  as  the 
new  method  proves  itself  feasible  and 
in  the  public   interest. 


New  Entertainment  for  Tdledo 
Children  to  Ride  Buses 

Mothers  in  Toledo,  Ohio,  are  finding  a 
new  use  for  the  feeder  bus  lines  operated 
by  the  Community  Traction  Company. 
They  give  the  children  a  nickel  and  put 
them  on  the  bus,  with  a  result  that  a 
child  can  be  entertained  for  an  hour  or 
more  by  making  five  rides.  Some  chil- 
dren also  use  the  bus  as  a  pleasure 
vehicle  by  getting  a  dime  and  taking  the 
whole  neighborhood  for  rides.  The  fare 
for  children  is  1  cent. 

Commissioner  E.  L.  Graumlich  re- 
ported to  the  board  of  control  that  the 
practice  does  not  bother  the  company 
much  because  it  is  carried  on  mostly  in 
off  hours  when  travel  is  light.  Children 
are  provided  with  safe  passage,  are  prac- 
tically insured  against  injury  and  they 
get  a  good  long  ride  for  their  money. 
Bus  operators  get  to  know  them  by  their 
first  names  and  this  acquaintance  feature 
has  proved  helpful  in  creating  goodwill 
between  drivers  and  patrons. 


by  John  N.  Mackall,  chairman  of  the 
State  Roads  Commission,  who  wanted 
the  reports  for  his  department.  The 
copies  of  the  manifests,  however,  will 
supply  him  with  the  inforfnation  he 
needs,  it  was  stated,  and  the  Public 
Service  Commission  has  agreed  to  make 
this  change,  which  met  with  the  ap- 
proval of  the  large  number  of  operators 
who  attended  the  hearing. 


Effort  to  Speed  Up 
New  York  Grants 

Efforts  are  being  made  to  speed  up 
the  hearings  by  the  New  York  Transit 
Commission  to  act  as  quickly  as  possible 
on  the  applications  of  the  Equitable 
Coach  Company  and  the  Tompkins  Bus 
Company  for  certificates  of  convenience 
and  necessity  to  enable  them  to  exercise 
the  bus  franchises  awarded  by  the 
Board  of  Estimate.  The  franchise 
granted  the  Tompkins  Bus  Company 
for  operation  on  Staten  Island  stipu- 
lated that  operation  should  begin  within 
120  days  after  the  grant  and  this  period 
will  expire  on  Dec.  10.  There  is  a 
further  clause  in  the  franchise  which, 
in  effect,  grants  a  further  period  of 
thirty  days,  in  which  time  either  the 
board  or  the  company  may  cancel  the 
franchise. 

It  was  said  in  city  circles  recently  that 
the  company  probably  would  apply  for 
an  extension  of  the  120-day  period  if 
the  commission  did  not  grant  a  certifi- 
cate at  once.  It  has  been  discovered 
that  through  error  there  is  a  gap  about 
a  mile  long  in  one  of  the  Staten  Island 
routes  covered  by  the  Tompkins  Com- 
pany's franchise.  It  was  said  that  this 
route  probably  would  have  to  be  re- 
advertised  and  approved  again  by  the 
Board  of  Estimate. 

During  the  week  objection  was  regis- 
tered before  the  commission  by  the 
Brooklyn-Manhattan  Transit  Corpora- 
tion to  the  affirmation  of  the  bus  grants. 


Agreement  Reached  on 
Maryland  Bus  Rules 

New  rules  dealing  with  the  operation 
of  buses  in  Maryland  have  been  agreed 
upon  by  the  Maryland  Public  Service 
Commission  and  the  operators.  At  a 
hearing  on  Dec.  1  all  the  rules  but  one 
as  agreed  upon  at  an  earlier  hearing 
were  acceptable  to  all  concerned.  The 
one  rule  require^  the  companies  to 
make  detailed  reports  every  two  weeks. 
These  reports  require  so  much  time 
that  the  operators  asked  the  commission 
to  make  a  change. 

It  has  been  agreed  that  the  companies 
keep  duplicates  of  the  daily  manifests 
and  file  these  every  two  weeks  and  then 
make  detailed  reports  once  a  month. 
It  is  said  that  this  plan  was  agreed  to 


Buses  May  Be  Operated  on 
Another  St.  Louis  Line 

The  St.  Louis  Public  Service  Com- 
pany, St.  Louis,  Mo.,  plans  to  eliminate 
its  Marcus  Avenue  railway  line  between 
Easton  and  Natural  Bridge  Avenue.  If 
this  move  is  made  buses  will  be  sub- 
stituted for  the  one-man  cars  now  in 
use  and  the  line  will  be  extended  north- 
ward to  connect  with  the  Bellefontaine 
and  Taylor  Avenue  car  lines  at  West 
Florissant  Avenue. 


For  the  Convenience  of 
Portland's  Scholars 

The  Portland  Electric  Power  Com- 
pany, Portland,  Ore.,  has  extended  its 
39th  Street  bus  line  for  a  number  of 
blocks  in  the  Eastmoreland  district  to 
accommodate  students  of  the  new  East- 
moreland school,  recently  opened.  This 
gives  through  service  to  a  district 
where  previously  more  than  one  transfer 
was  necessary  from  street  car  to  bus. 


Gray  Line  Activities 
Intensified 

Electric  railways,  particularly  those 
affiliated  with  the  Gray  Line,  will  be 
interested  in  the  deliberations  of  the 
convention  of  the  Gray  Line,  held  at 
Banff,  Alberta,  Canada,  during  the 
latter  part  of  September,  1927. 

So  as  to  foster  co-operation  between 
tourist  agents  and  transportation,  rail- 
road and  steamship  companies  and  the 
Gray  Line,  plans  were  made  for  the 
co-ordination  of  ideals  for  increasing 
mutual  benefits,  with  the  end  in  view 
of  supplying  the  general  public  with 
the  highest  type  of  service.  Many  de- 
tails were  discussed  tending  toward  the 
betterment  and  development  of  sight- 
seeing, to  which  each  member  con- 
tributed his  part  with  pertinent  remarks. 

Diverse  phases  of  sightseeing  were 
taken  into  consideration  to  increase  the 
efficiency  of  the  service  of  the  Gray 
Line,  and  to  maintain  good  will  all 
along  the  line.  In  fact,  all  possible 
avenues  for  the  heightening  of  the 
standards  of  the  service  which  the  Gray 
Lines  is  organized  to  give  were  ex- 
plored. 

Louis  Bush,  president,  emphasized 
the  importance  of  co-operation  in  his 
report.    He  said,  in  part : 

You  have  in  your  hands  probably  the 
greatest  travel  institution  of  all  times. 
Have  you  the  vision  to  see  past  your  own 
little  sphere?  Our  future  lies  ahead.  Re- 
member it  is  by  giving  and  doing  that  we 
succeed,  and  if  each  one  will  do  his  best 
for  his  fellow  members  the  benefits  will  be 
greater  than  all  that  money  could  buy.  Op- 
erating under  the  principle  that  by  one  all 
are  known  is  rather  a  dangerous  one  unless 
we  also  adopt  a  further  ideal  of  service 
above  self. 

In  the  secretary's  report  Mr.  Springer 
enumerated  the  accomplishments  of  the 
past  year.  He  advised  of  the  wonder- 
ful growth  of  the  Gray  Line  family 
by  the  addition  of  St.  Paul,  Mil- 
waukee, Portland,  Me.;  Buffalo,  San 
Diego,  Norfolk,  Pittsburgh,  Kansas 
City,  Ottawa,  Montreal,  Quebec  and 
Minneapolis.  Mr.  Springer  further 
outlined  the  progressive  plans  and 
ideals  guiding  the  future  development 
of  the  Gray  Line,  and  also  reviewed 
the  results  of  the  efforts  of  Mr.  Dooley, 
traveling  representative  for  the  organ- 
ization. 

Officers  were  elected  for  the  ensu- 
ing year  as  follows:  Louis  Bush,  pres- 
ident, Washington,  D.  C. ;  E.  B.  Brown, 
vice-president,  Los  Angeles ;  Adrian 
Hughes,  Jr.,  treasurer,  Baltimore,  and 
George  E.  Springer,  secretary,  Bal- 
timore. 

In  addition  to  the  officers,  the  mem- 
bers of  the  executive  committee  are  as 
follows : 

J.  I.  Brewster,  Banff;  S.  K.  Smith, 
Salt  Lake  City;  J.  J.  Reddington,  New 
York;  H.  B.  Olsen,  Victoria;  C.  C. 
Kunz,  Chicago;  B.  L.  Thomas,  Boston; 
J.  L.  Crowley,  Philadelphia,  and  W.  A. 
Mulpeters,  San  Francisco. 

The  next  annual  convention  will  be 
held  at  New  Orleans,  La.,  Oct.  8-10, 
1928. 


1082 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24 


Financial  and  Corporate 


Approval  Sought  for  ^7,000,000 
of  Capital  Improvements 

Acting  under  the  1907  city-company 
agreement,  the  Philadelphia  Rapid 
Transit  Company,  Philadelphia,  Pa.,  on 
Dec.  1  requested  City  Council  to  ap- 
prove the  expenditure  of  $7,000,000  of 
capital  funds  for  property  betterments 
and  retirement  of  securities.  The  re- 
quest was  sent  to  the  transportation 
committee.  It  was  explained  that  the 
money  was  to  be  used  next  year,  and 
Ralph  T.  Senter,  president  of  the  P.R.T., 
gave  details  of  the  purposes  for  which 
the  money  was  to  be  applied. 

Preferred  stock  in  the  amount  re- 
quired is  to  be  sold  to  raise  the  money. 
The  largest  amount  is  $2,750,000  for 
miscellaneous  track  improvements,  ex- 
tensions of  lines,  betterments  to  car- 
houses  and  substations,  in  compliance 
with  the  Snow  report  to  the  Public 
Service  Commission.  This  work  is  to 
be  done  on  various  lines  and  at  all  of  the 
carhouses  and  substations,  it  was  said. 

Retirement  of  bonds  of  underlying 
companies  is  included  in  the  financial 
program  for  1928.  The  largest  amount 
in  this  part  of  the  program  proposed  is 
$1,375,000  of  car-trust  certificates  issued 
in  payment  of  rolling  stock.  In  addi- 
tion, the  financial  item  of  the  request 
sets  forth  that  $92,000  of  P.R.T.  bonds 
maturing  in  1957,  $60,000  maturing  in 
1962  and  $105,000  of  the  issue  maturing 
in  1944  are  to  be  retired. 

There  are  also  $20,000  of  the  Phil- 
adelphia &  Willow  Grove  Railway 
bonds,  maturing  in  1934;  $34,000  of 
Union  Traction,  maturing  in  1952,  and 
$25,000  of  the  People's  Passenger  Rail- 
way securities  to  be  disposed  of. 


-rr^fr- 


payments  on  the  stock  up  to  date. 
Frank  Hedley,  president  and  general 
manager  of  the  Interborough,  said: 

Under  the  terms  of  the  Interborough- 
Manhattan  readjustment  plan  of  1922, 
the  amount  of  the  quarterly  instal- 
ment of  Manhattan  dividend  rental  due 
Jan.  1,  1928,  is  determined  by  earnings  for 
the  three  summer  months  ended  Sept.  30, 
1927.  The  earnings  of  that  period,  cal- 
culated as  provided  for  in  the  plan,  were 
insufficient  to  warrant  any  payment. 

For  the  four  months  to  Oct.  31,  the 
Interborough  reported  gross  earnings 
of  $20,917,881  and  deficit  of  $302,805 
after  interest  and  charges. 


Oakland  Branch   Abandonment 

Prohibited 

The  California  Railroad  Commission 
denied  the  application  of  the  Key 
System  Transit  Company  to  abandon 
a  branch  line  which  extends  along  Pied- 
mont Avenue  from  the  southern  gate 
of  Mountain  View  Cemetery  to  a  con- 
nection with  the  Piedmont  Avenue  car 
line  at  or  near  the  intersection  of 
Piedmont  Avenue  and  Mather  Street, 
in  the  city  of  Oakland. 


Dividend  on  Manhattan  "L" 

Stock  Deferred 

'The  Interbourough  Rapid  Transit 
Company  announced  on  Dec.  6  that  the 
dividend  on  Manhattan  Railway  stock 
due  on  Jan.  1  will  be  deferred.  Under 
the  modified  guarantee,  the  Inter- 
boro'igh  pays  $5  a  share  annually  as 
dividend  rental  on  stock  of  the  com- 
pany from  which  it  leases  the  elevated 
lines.  A  back  dividend  rental  of  $1.25 
on  the  stock  declared  Sept.   1  brought 


Engineers  Engaged  to  Survey 
Massachusetts  Interurban 

The  Boston,  Worcester  &  New  York 
Street  Railway,  incorporated  as  a  result 
of  a  drastic  reorganization  of  the  prop- 
erty of  the  Boston  &  Worcester  Street 
Railway,  Framingham,  Mass.,  has  en- 
gaged the  Buchanan  &  Layng  Corpora- 
tion of  New  York  to  make  a  complete 
survey  of  the  situation  and  take  charge 
of  the  operating  management  of  the 
company.  C.  B.  Buchanan,  the  presi- 
dent, is  now  in  Framingham  and  will 
spend  three  or  four  months  in  a  personal 
study  of  all  angles  of  the  situation 
affecting  both  passenger  and  freight 
service  and  motor  coach  operation. 


TraflSc,  Fare  and  Wage  Figures 

Electric  railway  traffic  continued  to 
decline  during  the  month  of  October 
compared  with  the  similar  month  of  the 
previous  year.  The  number  of  revenue 
passengers,  including  bus  passengers, 
reported  to  the  American  Electric  Rail- 
way Association  by  198  companies  for 
October,  1927,  compared  with  October, 
1926,  is  as  follows  : 

October,  1927 785.250,909 

October,  1926 801,572,805 

Decrease,  per  cent 2.05 

The  average  cash  fare  in  cities  of 
25,000  population  and  over : 

Cents 

November  I,  1927 7.9846 

October  1,  1927 7.9516 

November  1,  1926 7.7570 

Average  maximum  hourly  rates  paid 
motormen  and  conductors  in  two-man 
service  by  companies  operating  100  or 
more  miles  of  single  track : 

Average  Index  Number 

Hourly  1913  =  100 

Rate  Per  Cent 
Cente 

November  1,  1927 57.27  210.17 

October  1,  1927 57.26  210.13 

November  1,  1926 56.88  208.73 


Holding  Company  for  St.  Louis 
and  Kansas  City  Stock 

A  company  to  hold  common  stock 
of  the  electric  railways  of  St.  Louis 
and  Kansas  City,  known  as  the  City 
Utilities  Company,  has  been  organized 
under  the  laws  of  Delaware  by  J.  K. 
Newman  and  others  interested  in  the 
St.  Louis  and  Kansas  City  railway  sys- 
tems. Mr.  Newman  has  been  elected 
president  of  the  new  company  and  Col. 
A.  T.  Perkins,  who  was  manager  of 
the  United  Railways  under  Receiver 
RoUa  Wells,  has  been  named  vice-presi- 
dent. 

The  City  Utilities  Company  was 
formed  to  expedite  the  work  of  look- 
ing after  the  affairs  of  the  new  interests 
in  St.  Louis  and  Kansas  City.  The 
extent  of  its  holdings  has  not  been  made 
public. 

Mr.  Newman  was  one  of  the  chief 
figures  in  the  reorganization  of  both 
the  St.  Louis  and  the  Kansas  City  rail- 
way properties. 

Stock  of  the  Kansas  City  Public 
Service  Company  is  held  in  trust  for 
five  years  by  five  trustees,  W.  S.  Mc- 
Lucas,  William  G.  Woolfolk,  George 
W.  Davison,  J.  K.  Newman  and  Powell 
Groner.  This  was  accomplished  under 
the  reorganization  plan.  Beginning  in 
April  voting  trust  certificates  were  is- 
sued to  the  owners  of  the  old  holdings 
of  the  railway. 


^18,000,000  Refunding  Issue 
at  Minneapolis 

An  issue  of  $18,000,000  in  refunding 
bonds  of  the  Twin  City  Rapid  Transit 
Company,  Minneapolis,  Minn.,  to  be 
used  for  refunding  the  bonded  debt  of 
both  the  St.  Paul  City  Railway  and  the 
Minneapolis  Street  Railway  is  planned 
by  the  company.  The  purpose  of  the 
company,  according  to  a  statement  by 
Mr.  Lowry,  is  to  make  possible  refund- 
ing of  all  existing  debt  as  it  matures, 
and  to  provide  complete  separation  of 
the  bonded  debt  of  the  two  companies. 
The  companies  operate  independently 
under  state  regulation. 

A  statement  issued  in  anticipation  of 
the  issue  being  advertised  for  sale  to 
the  public  by  the  bankers  said: 

The  first  and  refunding  Si  per  cent  mort- 
gage bonds  of  the  Minneapolis  company 
and  the  refunding  Si  per  cent  mortgage 
bonds  of  the  St.  Paul  company  are  to  be 
pledged  as  collateral  security,  dollar  for 
dollar,  for  an  issue  of  first  lien  and  refund- 
ing Si  per  cent  bonds  of  the  Twin  Cities 
Rapid  Transit  Company. 

This  will  enable  the  operating  companies 
to  refund  their  present  bonded  indebtedness 
as  the  same  matures,  at  a  cost  much  less 
than  if  each  company  were  financed  in- 
dependently. It  also  provides  a  complete 
separation  of  the  bonded  indebtedness  of 
the  two  companies  and  the  cost  of  the 
money  will  be  the  same  in  each  city. 

There  will  be  issued  at  this  time  $18,000,- 
000  of  first  liens  and  refunding  Si  per  cent 
gold  bonds  of  the  Twin  City  Rapid  Transit 
Company.  This  issue  of  bonds  has  been 
sold  to  a  syndicate  of  bankers  headed  by 
the  Federal  Securities  Corporation,  includ- 
ing the  Chase  Securities  Corporation,  New 
York;  H.  M.  Byllesby  &  Company,  Inc., 
and  Halsey,  Stuart  &  Company,  Inc.  It  is 
expected  this  banking  syndicate  will  make 
a  public  offering  of  the  securities  at  an 
early  date. 

A  petition  filed  with  the  state  reg- 
ulatory body  stated  that  the  bonds  will 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1083 


mature  in  25  years.  A  total  of  $12,037,- 
000  will  be  pledged  by  the  Minneapolis 
company  with  $5,963,000  allocated  to  the 
St.  Paul  company. 

Public  offerings  of  the  $18,000,000 
Twin  City  issue  was  made  on  Dec.  7 
at  a  price  of  97  and  interest  to  yield 
more  than  5.70  per  cent. 


Revenue  and  Traffic  Fall  Off 
in  Honolulu 

The  total  revenue  from  all  sources  for 
the  year  1926  of  the  Honolulu  Rapid 
Transit  Company,  Honolulu,  Hawaii, 
was  $1,023,772,  compared  with  $1,074,- 
483  for  the  year  1925.  Total  operating 
expenses  for  the  year  were  $662,932, 
compared  to  $708,716  for  the  year  1925, 
in  addition  to  which  the  sum  of  $13,939 
was  charged  to  operating  expenses  for 
replacements  during  the  year,  com- 
pared with  $26,283  for  replacements 
during  1925.  These  facts  were  contained 
in  the  manager's  report,  a  part  of  the 
annual  statement. 

The  number  of  passengers  carried 
during  the  year  1926,  compared  with 
1925,  is  here  shown : 


Bail:  1926  1925 

FuU  fares  and  half  fares. .. .  16,286,105  17,071,473 

Free  fares 92,081  169,929 

Total 16,378,186  17,241,402 

Transfer  passengers  carried.  3,357,651  3,499,425 

Kalihi  Bus  Operations:  1926  1925 

Full  fares  and  half  fares. .. .  347,287  351,044 

Free  fares 1,108  1,686 

Total 348,395  352,730 

Transfer  passengers  carried.  315,165  305,923 

Bus  miles  operated 128,441.30  130,596.70 


The  segregation  of  transportation 
revenue  and  operating  expanses  is  here 
shown,  comparing  the  vears  1926  and 
1925; 


Revenue: 

Passenger  revenue 

Bus  revenue 

Special  car  revenue 

"Freight  revenue 

Operating  Expenses: 

Way  and  structures 

"Equipment 

Power 

Conducting  transportation . 

Traffic 

Genera]  and  miscellaneous.. 


1926 

1925 

»992,063 

$1,040,452 

21,536 

21,081 

1.265 

1,254 

242 

$1,015,107 

$1,062,788 

1926 

1925 

$55,204 

$63,111 

74,127 

76,797 

94,179 

104,868 

322,356 

346,578 

2,252 

5,926 

114,811 

111,435 

$662,932        $708,716 


Power  was  taken  from  the  Hawaiian 
Tilectric  Company  during  the  months 
June  to  October,  both  inclusive,  and  the 
three-year  contract  was  terminated  as 
•of  Dec.  1.  The  company  is  now  oper- 
ating its  own  power  plant  without  a 
stand-by  contract,  but  with   the  assur- 


REVENUE  ACCOUNT  OF  HONOLULU  RAPID 

TRANSIT   COMPANY,    LTD.,    FOrt   YEAR 

ENDED    DEC.    31,    1926 

Revenue  from  transportation $1,015,107 

Operating  expenses 662,932 

Net  revenue  from  transportation $352, 1 75 

Revenue  from  other  railway  operations.. .  8,664 

Net  revenue  from  railway  operations.. .      $360,840 
Taxes — 

Property $83,188 

Income 9,672 

Capital  stock 1,030 

Corporation  income 25,924 

Pubhc  utilities 2,074 

Vehicle  licenses 739 

Bus  licenses 50        122.678 

Gross  revenue,  less  operat- 
ing expenses  and  taxes..  .  $238,161 

Depreciation $46,607 

Replacements     chargeable     to 

operating  expenses 13,939 

Loss  on  property  retired 3,097  63,644 

Net  revenue  1926 $174,517 

Interest  on  loans $6,318 

Dividends 150,000        I56,31» 

Balance  net  revenue  1926  to  surplus. . .        $18,198 
Surplus; 

Balance  as  at  Jan.  1,  1926  ..    $266,406 
Less,  additional  corporation  in- 
come tax,  1924 4,689       261,716 

Balance  carried  to  1 927 $279,9 1 4 


ance  that  power  will  be  furnished  in 
case  of  emergency  at  the  contract  rates 
pending  negotiations  for  a  new  con- 
tract. 

Expenditures  on  upkeep  of  track  and 
equipment  were  kept  as  low  as  possible 
consistent  with  the  general  program  of 
economy. 

The  capital  expenditures  prograin  for 
the  past  year  amounted  to  $28,333. 

The 'report  states  that  the  group  life 
insurance  has  proved  its  value  in  the 
assistance  provided  for  the  families  of 
several  employees  who  died  since  the 
insurance  has  been  in  effect.  The  em- 
ployees' relief  fund,  which  is  handled 
by  the  employees'  council,  is  being 
drawn  upon  in  many  cases  of  real  need 
and  is  proving  a  benefit  which  is  well 
worth  while. 

President  Castle's  report  to  the  stock- 
holders refers,  among  other  things,  to 
the  Sachse  survey  and  recommenda- 
tions. 

• 

Situation  in  Oklahoma  City 

Declared  Promising 

The  Oklahoma  Railway,  Oklahoma 
City,  Okla.,  has  been  placed  on  a  paying 
basis  under  the  federal  receivership, 
according  to  figures  made  public  by 
G.  T.  Lackey,  one  of  the  receivers.  Net 
earnings  of  the  company  from  Jan.  1 
to  October  of  this  year  were  $89,571, 
after  all  expenses  and  depreciation  were 
provided.  During  October  the  net  earn- 
ings were  $14,188,  compared  with  $8,114 
for  September.  A  large  amount  was 
spent  for  repair  work  and  new  material 
in  September. 


Purchase  of  California  Line 
Sanctioned  by  I.  C.  C. 

Plans  of  the  trunk  line  railroads  for 
acquiring  the  Central  California  Trac- 
tion Company  were  finally  approved  on 
Dec.  5  by  the  Interstate  Commerce  Com- 
mission. 

The  Southern  Pacific,  Western  Pa- 
cific and  Santa  Fe  will  jointly  take  over 
the  electric  railway  under  the  arrange- 
ment approved,  paying  for  it  $2,650,000. 

Under  the  terms  of  the  original  pro- 
posal, the  Southern  Pacific  alone  would 
have  acquired  the  electric  system,  but 
the  commission  required  it  to  share 
ownership. 

The  railroads  concerned  already  have 
completed  their  financing  arrangements 
for  the  purchase. 


Smaller  Preferred  Dividend  in 
Denver 

The  directors  of  the  Denver  Tram- 
way Corporation,  Denver,  Col.,  have 
declared  a  quarterly  dividend  of  three- 
quarters  of  1  per  cent  on  the  preferred 
stock  payable  on  Jan.  1  to  holders  of 
record  Dec.  15.  From  October,  1925,  to 
October,  1927,  inclusive,  the  company 
paid  quarterly  dividends  of  H  per  cent 
on  this  issue.  The  preferred  stock  is 
preferred  as  to  dividends  up  to  7  per 
cent  per  annum,  of  which  the  first  5  per 
cent  is  cumulative,  whether  earned  or 
not,  and  the  remaining  2  per  cent  cumu- 
lative only  when  earned  in  any  year, 
but  not  paid. 


New  Directors  in  St.  Louis 

The  new  directors  of  the  St.  Louis 
Public  Service  Company,  successor 
to  the  United  Railways,  are  as  fol- 
lows :  Louis  P.  Aloe,  president  A.  S. 
Aloe  Company;  A.  T.  Perkins,  vice- 
president  City  Utilities  Company; 
Mark  C.  Steinberg,  president  Mark  C. 
Steinberg  &  Company ;  Stanley  Clarke, 
vice-president  St.  Louis  Public  Service 
Company;  A.  C.  F.  Meyer,  president 
Lafayette-South  Side  Bank;  J.  K.  New- 
man, president  Newman,  Saunders  & 
Company,  Inc.,  New  York  and  New 
Orleans ;  Henry  S.  Priest,  Boyle  & 
Priest;  A.  L.  Shapleigh,  president 
Shapleigh  Hardware  Company,  St. 
Louis ;  J.  Sheppard  Smith,  president 
Mississippi  Valley  Trust  Company; 
Walter  W.  Smith,  vice-president  First 
National  Bank  in  St.  Louis;  F.  O. 
Watts,  president  First  National  Bank 
in  St.  Louis;  George  W.  Wilson,  presi- 
dent Mercantile  Trust  Company,  and 
Hugo  Wurdack,  president  Wurdack 
Securities  Company. 


OPERATING   STA' 

. Gross  Operating  Revenues 

Other 
than 
Trans-           Trans-        Total 
portation       portation  Revenue 
. .  $1,015,107       $8,664    $1,023,772 
..      1,062,788        11,695       1,074,483 

TEMENT 

OF  THE 

HONOLULU   RAPID   TRANSIT  COMPANY,   LTD. 

Net  Revenue, 

Exclusive  of 

Deductions 

for 

Depreciation 

and  Interest 

and  Profit 

and  Loss 

$224,221 

244,636 

Total  1926... 
Total  1925... 

Way 

and 
Struc- 
tures 
$65,832 
88,261 

Equip- 
ment 

$77,438 
80,894 

Conduct-                    General 

ing                             and             Total 

Trans-                     Miscel-       Operating 

Power       portation  Traffic       laneous       Expenses       Taxes 

$94,179      $322,356      $2,252      $114,811      $676,872      $122,678 

101,904       346,578       5,926        111,435       735,000         94,847 

Total 

Operating 

Expenses 

and 

Taxes 

$799,550 

829.847 

1084 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24 


\- 


Book  Reviews 


^^^ 


The  Claim  Agent  and  His  Work 

By  Smith  R.  Brittingham,  LL.B.,  assist- 
ant general  solicitor  Seaboard  Air  Line 
Railway.  New  York:  The  Ronald  Press 
Company.    466  pages.     Price  $6. 

There  are  too  few  books  on  the  im- 
portant subject  of  claim  adjustments. 
Their  place  is  not  taken  by  treatises  on 
the  law  of  negligence,  written  primarily 
for  lawyers,  although  they  also  form  a 
necessary  adjunct  to  the  library  of  the 
claims  man.  The  book  under  review,  by 
an  author  who  understands  the  problems 
met  in  railroad  claims  work,  while  pri- 
marily directed  to  the  steam  railroad 
claims  man,  has  also  practically  as  direct 
application  to  the  electric  railway  field. 

The  first  half  of  the  book  is  devoted 
in  large  part  to  a  general  review  of  the 
salient  principles  of  the  law  of  accident 
liability.  There  are  chapters,  for  in- 
stance, on  the  passenger,  employee  under 
the  common  law,  employee  under  the 
federal  employers'  liability  act,  licensees 
and  trespassers,  invitees  or  guests,  and 
workmen's  compensation.  In  the  latter 
part  of  the  book,  where  the  scope  and 
principles  of  claims  adjustment  are  more 
directly  considered,  the  topics  discussed 
include:  Principles  of  investigation, 
releases,  statistical  methods  in  claim 
agency,  psychology  and  claim  agency, 
medical  phases  of  claim  agency,  some 
problems  of  the  claim  agency,  and  forms. 
Besides  these,  there  are  tables  of  the 
expectation  of  life  in  years,  life  annui- 
ties, etc.,  and  the  appendices  include 
glossaries  of  medical  and  legal  terms. 

The  book  should  help  the  claim  agent 
over  many  a  difficult  problem.  It  should 
also,  if  read  by  the  operating  railway 
manager,  indicate  to  him  clearly,  if  he 
does  not  already  realize  that  fact,  the 
extent  of  the  responsibilities  of  the  claim 
agent  and  the  importance  of  the  work 
of  the  claims  department. 


Beyond  the  Counter 

Mary  B.  Reeves,  manager  industrial  and 
school  savings  the  Philadelphia  Saving 
Fund  Society,  Philadelphia,  Pa.,  1927.  86 
pages.    Price  $1.90. 

Assuming  that  the  welfare  of  the 
worker  is  an  important  factor  in  the 
growth  of  an  industry  and  the  develop- 
ment of  a  community,  a  necessary  re- 
quirement is  enlightenment  within  the 
ranks  concerning  the  workers'  re- 
sponsibilities as  potential  capitalists. 
Thus  does  labor  become  stabilized  and 
capital  and  labor  mutually  supple- 
mentary. There  must  be  a  service  to 
help  investors,  in  the  opinion  of  Mary 
B.  Reeves,  who  has  studied  banking 
methods  in  this  country  and  abroad  as 
a  free  lance.  She  has  a  message  for 
every  employer  and  employee.  The 
employee  by  this  time  knows  that  sys- 
tematic saving  is  insurance  against 
anxie^,  business  reverses  and  desolate 
declining  years. 


At  some  length  Miss  Reeves  dis- 
cusses the  need  for  industrial  saving 
from  the  viewpoint  of  the  employer 
and  gives  in  detail  the  two  main 
classifications,  namely,  the  payroll  de- 
duction plan  and  the  voluntary  associa- 
tion plan.  It  is  her  belief  that  the 
idea  of  industrial  saving  is  as  yet  new 
to  the  majority  of  employers.  After 
years  of  working  in  this  field  she  sees 
in  industrial  savings  a  means  to  reduce 
labor  turnover,  to  improve  the  workers' 
morale  and  to  lessen  radical  tendencies 
within  the  ranks.  She  is  unsympa- 
thetic with  the  notion  that  employees 
resent  this  intrusion  into  their  personal 
affairs.  Rather  do  they  welcome  it  if 
the  advertising  appeal  is  made  with  a 
knowledge  of  human  psychology  and 
ftom  the  viewpoint  of  the  worker. 

Now  that  many  utility  employees 
throughout  the  country  have  had  the 
opportunity  to  become  part  owners  of 
an  enterprise  by  subscribing  to  com- 
pany stock  for  their  future  welfare,  Miss 
Reeves'  argument,  differently  presented 
for  consistent  thrift  practices  and  wise 
expenditures,  will  meet  with  their 
ready  indorsement.  Her  plan  means 
education,  to  the  end  that  $1,000,000,000 
shall  not  be  thrown  away  annually  in 

speculation. 

• 

The  Art  of  Speculation 

By  Philip  L.  Garret.  Boston,  Mass. : 
Barron's,  the  National  Financial  Weekly. 
365  pages.    Price,  $3. 

To  some  persons  the  title  "The  Art 
of  Speculation"  would  seem  to  have  a 
sinister  sound.  But  the  title  must  be 
accepted  in  its  broader  sense.  The 
need  does  not  exist  to  go  into  a  dis- 
cussion of  relative  values,  but  it  would 
seem  that  the  reader  should  be  reminded 
thit  every  one  who  invests  is  really  a 
spf^ulator.  There  is  a  certain  ines- 
capable risk  in  the  ownership  of  even 
the  highest  grade  securities.  But  this 
review  is  not  intended  to  be  either  a 
defense  of  the  title  of  the  present  book 
or  of  its  contents. 

One  thing  is  certain.  There  is  much 
of  interest  in  the  book,  particularly  for 
those  engaged  in  various  phases  of 
public  utility  work.  Of  course,  the 
contents  are  intended  primarly  for  the 
market  operator,  but  the  chapters  that 
tell  the  reader  how  to  analyze  an  an- 
nual report  correctly,  how  and  when 
to  buy  bonds  and  stocks,  carry  by  their 
implications  a  message  to  officials  in- 
trusted with  the  conduct  of  the  fiscal 
policies  of  the  corporations  for  which 
they  act.  Of  the  electric  railways  in 
general  the  author  has  comparatively 
little  to  say,  but  he  concludes  his  con- 
sideration of  them  with  this  paragraph : 

Cut-throat  competition  of  bus  lines  among 
themselves  and  with  the  interurbans  will 
eventually  be  ended  by  financial  exhaustion 
of  the  weaker  participants  and  by  legisla- 
tive and  court  action  to  insure   safe  and 


adequate  public  service.  When  that  day 
comes  a  real  bull  market  in  traction  securi- 
ties is  by  no  means  inconceivable. 

The  prospects  of  receivership  are  not 
pleasant  \n  contemplate,  but  there  is 
much  food  for  thought  in  the  chapter 
"Profits  in  Financial  Surgery."  Mr. 
Garret  has  so  handled  his  subject  as  to 
make  the  book  very  readable. 


Bibliography  on  Management 

Prepared  under  the  direction  of  the  ex- 
ecutive committee  of  the  A.S.M.E.,  Man- 
agement Division,  New  York,  N.  Y. 
Price  $1.65. 

This  work  represents  important  mate- 
rial published  on  management.  The 
more  than  2,000  references  to  be  found 
within  its  pages  will  show  the  valuable 
literature  appearing  in  American  and 
Canadian  periodicals  and  in  a  great 
number  of  books  published  in  England 
and  in  Great  Britain  the  past  25  years. 


N.E.M.A.  Handbook  of 
Supply  Standards 

New  Y'ork,  N.  Y. :  National  Electrical 
Manufacturers  Association.  231  pages. 
Price.  $3.50. 

This  completely  revised  edition  of  the 
N.E.M.A.  Handbook  of  Supply  Stand- 
ards is  indexed  and  illustrated  and 
contains  standards  indorsed  by  189  man- 
ufacturers, with  approximately  125  illus- 
trations, diagrams  of  designs  and 
methods  and  numerous  tables  and 
curves.  These  standards  have  been 
approved  by  the  standards  committee, 
the  official  body  for  the  control  of  tech- 
nical standardization  within  the  asso- 
ciation. "This  handbook  represents  in 
printed  form  the  experience  and  knowl- 
edge of  practical  and  technical  men, 
who  have  for  years  been  most  vitally 
concerned  with  the  design,  manufac- 
ture and  installation  of  electrical  supply 
equipment,"  says  G.  A.  Bates,  chairman 
of  the  standards  committee. 


Alternating-Current  Rectification 

By  L.  B.  W.  Jolley,  M.A.,  General  Elec- 
tric Company,  Ltd.,  London,  England. 
New  York,  N.  Y. :  John  Wiley  &  Sons, 
Inc.    472  pages.     Price,  $6. 

Unidirectional  currents  have  large 
possibilities  both  in  the  supply  of  power 
and  in  the  laboratory,  yet  in  no  branch 
of  electrical  engineering  has  develop- 
ment been  so  retarded  as  in  that  of 
rectification.  Mr.  Jolley  has  prepared 
the  second  edition  of  his  book,  "Alter- 
nating Current  Rectification,"  noting 
new  improvements  and  revising  the  con- 
tents thoroughly. 

In  this  treatise  the  author  describes 
clearly  the  methods  for  rectification 
available  and  presents  the  mathematical 
analysis  with  numerical  examples  when- 
ever such  are  possible.  The  book  covers 
wave  form,  mechanical  rectifiers,  gas- 
eous conduction,  liquid  conduction,  wire- 
less rectifiers  and  alternating  current 
measurements  and  voltage  regulations. 
Thermionic  rectifiers  have  received 
particular  attention. 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1085 


1 


Personal  Items 


=ea^>= 


New  Management  Takes  Hold 
in  Su  Louis 


general  attorney  for  the  St.  Louis  Pub- 
lic Service  Company,  served  as  general 
attorney  for  the  receiver  of  the  United 
Railways.  He  estimates  that  all  of  the 
legal  work  on  hand  can  be  disposed  of 
in  a  month  or  six  weeks  from  Dec.  1, 
and  then  with  the  acceptance  of  the 
report  of  the  receiver  the  St.  Louis  Pub- 
lic Service  Company  will  be  free  to 
operate  the  St.  Louis  railway  system  as 
a  private  corporation  still  subject  to  the 

OFFICERS  of  the  St.  Louis  Public  eral  manager  of  the  Indiana  Service  state  law. 
Service  Company,  which  started  op-  Corporation,  Fort  Wayne,  Ind.,  and  as  With  the  enthusiasm  attending  the 
eration  of  the  properties  of  the  United  general  manager  of  the  Fort  Wayne  &  ushering  in  of  the  new  regime  the  un- 
Railways  at  midnight  on  Nov.  30,  in-  Decatur  Traction  Company  and  the  tiring  efforts  of  the  Wells-Perkins  com- 
clude  the  following:  A.  L.  Shapleigh,  Fort  Wayne,  Van  Wert  &  Lima  Trac-  bination  in  the  reorganization  details 
president ;     Stanley     Clarke,    executive    tion  Company.  were     not     overshadowed.      St.     Louis 

vice-president  and  counsel ;  Sam  W.  Mr.  Greenland  has  a  knowledge  of  newspapers  unanimously  complimented 
Greenland,  vice-president  and  general  public  utility  problems  covering  a  pe-  Receiver  Wells  on  the  manner  in  which 
manager,  and  Thomas  E.  Francis,  gen-  riod  of  nearly  30  years.  In  the  Middle  he  filled  an  important  job  since  1919. 
eral  attorney.  West   he   stands   for   progress   both    in    His  farewell  message  to  the  officials  and 

Mr.  Shapleigh's  position  as  president     modernizing    and    merchandising    rail-    employees  thanked  them  for  their  loyalty 


of  the  newly  organized 
properties  will  be  pri- 
marily a  supervisory 
one  as  it  was  with  the 
United  Railways  when 
he  served  in  a  similar 
capacity.  He  is  an  im- 
portant business  factor 
in  the  West  and  an 
officer  of  the  Shap- 
leigh Hardware  Com- 
pany. In  commenting  on 
his  new  position  Presi- 
dent Shapleigh  said 
that  in  accepting  the 
post  of  president  he  felt 
that  he  and  his  asso- 
ciates, directors  and 
officers  of  the  company, 
were  aware  of  their  re- 
sponsibility to  the  pub- 
lic, which  it  would  be 
their  aim  to  discharge 
in  full.  He  considered 
that  the  general  public 
of  the  community,  as 
well  as  the  company, 
owes  much  to  the  man- 


Stanley  Clarke 


Sam  W.  Greenland 


to  him  and  the  com- 
pany, their  support  of 
the  rules  and  policies, 
their  efficiency  in  serv- 
ice and  co-operation  for 
its  success.  Mr.  Wells 
leaves  his  post  very 
little  changed  in  ap- 
pearance with  the  pass- 
ing years  and  he  still 
retains  that  freshness  of 
outlook  and  keen  ana- 
lytical vision  that  made 
him  a  civic,  financial 
and  political  leader  of 
the  community.  The 
son  of  the  original  pro- 
moter of  the  old  Mis- 
souri Railroad,  Rolla,  at 
the  age  of  22,  was  serv- 
ing as  manager  of  this 
system.  That  chapter 
covering  the  years  1878- 
1883  was  an  important 
one  in  the  career  of  the 
man  who  was  to  serve 
two  terms  as  Mayor  of 
St.    Louis   and   become 


ner  in  which  the  railway  properties  way  transportation.  A  notable  example  a  leading  figure  in  business  and  bank- 
were   maintained   during   the   receiver-  of  his  genius  in  these  respects  was  his  ing  circles. 

ship,  just  ended,  under  the  leadership  deft  handling  of  the  Fort  Wayne  prop-  The  commendatory  comments  on  Mr. 
of  Rolla  Wells,  as  receiver,  and  Col.  erties,  where  an  important  part  of  his  Wells'  success  are  shared  by  Col.  A.  T. 
Albert  T.  Perkins,  as  his  manager,  work  was  the  recasting  of  the  financial  Perkins,  who  served  as  general  man- 
With  hopes  for  co-operation  on  the  part  structure  of  the  Fort  Wayne  &  North-  ager  under  the  former's  receivership  and 
of  the  city  and  the  general  public,  the  ern  Indiana  Traction  Company  and  the  helped  to  make  the  partnership  of  Wells 
aim  would  be  to  maintain  good  service,  organization  of  its  successor,  the  In-  and  Perkins  an  important  one  in  trans- 
and  from  time  to  time  to  introduce  cer-  diana  Service  Corporation.  portation  affairs  in  that  city.  Mr.  Per- 
tain changes  in  the  line  of  improve-  Mr.  Greenland  was  born  at  Clarion,  kins,  who  retains  a  place  on  the  board 
ments.  Pa.,  in  1879.    He  was  educated  at  the  of  directors,   was   an   executive   officer 

Stanley  Clarke,  who  will  be  in  imme-  Pennsylvania  Military  College,  Chester,  and  engineer   of  various   railways  and 

diate  control  of  the  company  as  counsel  Pa.,    and    at    Penn    State    University,  adviser    on   terminal   matters   in   many 

and  executive  vice-president,  was  coun-  From  the   time  of  his  first  utility  job  cities   and   served   as   manager  for  the 

sel    for    the    reorganization    committee  with  the  Bell  Telephone  Company  at  the  receiver  in  St.  Louis  since   1919.     He 

representing   the    old   security    holders,  turn  of  the  century  up  through  his  vari-  began  his  business  career  as  a  clerk  in 

Before  going  to  St.  Louis  he  was  promi-  ous  connections,  both  in  operating  and  the  service  of  the  Chicago,  Burlington 

nent  in  New  York,   where  he  was   in  association   activities,   until   he   became  &  Quincy  Railroad  in  Chicago  in  1887. 

general  law  practice.  identified  with  the  Fort  Wayne  prop-  Colonel    Perkins'  announcement  of  his 

Sam   W.    Greenland,   the    new    vice-  erties  in   1911  and  later  the  St.  Louis  retirement   from   the   office    of   general 

president    and    general    manager,    will  properties,  is  a  long  recital  of  pushing  manager  for  the  receiver  effective  Nov. 

have  a  task  ahead  of  him  as  important  ahead,    winning   the   confidence   of   his  30,   coincident   with   the   retirement   of 

as  he  had  when  he  went  to  St.  Louis  public  and  doing  big  things.     The  de-  Mr.  Wells,  was  made  by  him  personally 

in  1924  to  assist  in  the  work  in  con-  tails  of  this  career  were  included  in  an  in   an   address  to   an  audience   of  em- 

nection  with  the  reorganization  of  the  extended    biography    published    in    the  ployees  at  the  Park  Avenue  station  on 

United  Railways.    In  assuming  the  role  Electric  Railway  Journal,  issue  of  Nov.  25. 

of  ameliorator  at  St.  Louis  he  resigned  April  19,  1924.                                                   Receiver  Wells  filed  an  affidavit  with 

his  position  as  vice-president  and  gen-  Thomas  E.  Francis,  who  will  act  as  the   Missouri    Public   Service   Commis- 


1086 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24 


sion  at  Jefferson  City  on  Nov.  30  that 
he  had  compHed  with  all  terms  of  the 
federal  court  in  the  sale  and  transfer 
of  the  properties  to  the  St.  Louis  Public 
Service  Company.  An  affidavit  was  also 
filed  by  Walter  Dew  Bradley,  secretary 
of  the  reorganization  committee,  setting 
forth  that  all  details  of  the  organization 
had  been  carried  out  and  that  the  trans- 
fer of  the  properties  would  be  consum- 
mated at  midnight  on  Nov.  30.  These 
filings  were  mere  formalities  to  perfect 
the  records  in  the  office  of  the  state  com- 
mission and  will  be  followed  by  a  formal 
order  of  the  commission  transferring 
the  rate  schedules  of  the  United  Rail- 
ways and   its   subsidiaries   to  the   new 

owners. 

♦ 

L.  E.  Lippitt  Leaves  Railway 
Field 

L.  E.  Lippitt,  general  manager  of  the 
Auburn  &  Syracuse  Electric  Railroad, 
Auburn,  N.  Y.,  and  former  president  of 
the  American  Electric  Railway  Ac- 
countants Association,  has  tendered  his 
resignation  to  T.  C.  Cherry,  president 
of  the  company,  to  take  effect  on  Jan.  1, 
1928.  He  will  become  associated  with 
the  Thermo-Ice  Corporation,  one  of  Au- 
burn's new  enterprises  which  manufac- 
tures and  sells  ice  refrigerating  ma- 
chines. 

Mr.  Lippitt  is  one  of  the  youngest 
electric  railway  executives  in  central 
New  York  State.  His  career  began 
with  the  Oneida  Construction  Com- 
pany, which  electrified  the  West  Shore 
Railroad  between  Syracuse  and  Utica. 
This  line  is  now  operated  by  the  New 
York  State  Railways.  He  entered  the 
employ  of  the  New  York  State  Rail- 
ways in  1907,  serving  in  various  subdi- 
visions of  the  accounting  department. 

Six  years  later  he  was  appointed 
auditor  of  the  Syracuse  &  Suburban 
Railroad  and  three  years  later  became 
auditor-treasurer  of  the  Auburn  & 
Syracuse  Electric  Railroad  under  the 
management  of  Peck,  Shannahan  & 
Cherry,  Inc.  Mr.  Lippitt  was  promoted 
to  general  manager  on  July  1,  1926,  to 
succeed  W.  J.  Harvie,  resigned. 

Mr.  Cherry  will  take  over  the  active 
management  of  the  railroad  as  president 
and  general  manager  on  Jan.  1,  1928. 


G.  E.  Smith  Goes  with 

New  Haven  Road 

Charles  E.  Smith,  consulting  engi- 
neer of  the  city  of  St.  Louis,  who  last 
September  completed  an  exhaustive 
survey  of  the  New  York  City  transit 
situation  for  the  Comptroller,  has  been 
appointed  a  vice-president  of  the  New 
York,  New  Haven  &  Hartford  Railroad. 
His  duties  will  be  to  assist  President 
Edward  J.  Pearson  in  problems  relat- 
ing to  improvements,  construction, 
operation  and  other  matters.  Mr. 
Smith's  immediate  responsibility,  ac- 
cording to  New  Haven  officials,  will 
relate  to  the  development  of  plans  for 
meeting  increasing  traffic  requirements, 
for  better  service  to  shippers  and  pas- 


sengers, and  for  making  such  improve- 
ments as  revenues  and  credits  will  permit. 

Mr.  Smith  was  born  in  Somerville, 
Mass.,  in  1877.  He  graduated  from  the 
Somerville  High  School  in  1895  and 
the  Massachusetts  Institute  of  Tech- 
nology in  1900. 

The  first  engineering  work  done  by 
Mr.  Smith  was  in  the  summer  of  1897, 
on  the  New  York  &  New  England 
Railroad,  now  part  of  the  New  Haven 
System,  at  and  around  Boston,  and 
later  largely  on  municipal  and  county 
road  improvements,  during  the  years 
1898-1900.  During  the  years  1900- 
1903  he  was  engaged  in  the  bridge 
engineering  department  of  the  New 
York,  New  Haven  &  Hartford  Rail- 
road, with  which,  and  its  problems,  he 
is  already  largely  acquainted. 

During  the  years  1907-1915  he  was 
employed  by  the  Missouri  Pacific  Rail- 
road with  headquarters  at  St.  Louis 
for  several  years  as  chief  engineer  in 
charge  of  maintenance  and  construc- 
tion. Subsequently,  under  the  firm 
name  of  C.  E.  Smitli  &  Company,  he 
has  been  a  consulting  adviser  to  nu- 
merous railroads,  city  administrations, 
public  utilities,  industrial  companies 
and  for  the  last  12^  years  as  consulting 
engineer  and  technical  adviser  to  the 
city  administrations  of  St.  Louis  on 
railroad  and  public  utilities  matters. 


organization,  he  was  engaged  in  news- 
paper work  in  the  Middle  West  and  on 
the  Pacific  Coast. 


Promotions  in  Byllesby 
Personnel 

W^illiam  H.  Hodge,  vice-president 
and  manager  sales  and  advertising  de- 
partment, Byllesby  Engineering  &  Man- 
agement Corporation,  announces  the  ap- 
pointment of  J.  W^.  Devereaux  as 
manager  merchandise  division,  T.  P. 
Pfeiffer,  manager  advertising  division; 
J.  F.  Gardiner,  manager  financial  ad- 
vertising, and  J.  W.  Hicks,  editor 
Byllesby  publications. 

Mr.  Devereaux  will  supervise  mer- 
chandising activities  at  all  properties 
under  the  direction  of  Byllesby  Engi- 
neering &  Management  Corporation.  He 
has  been  connected  with  the  operating 
department  of  the  Byllesby  organiza- 
tion for  the  past  sixteen  years. 

Mr.  Pfeiffer  will  supervise  the  ad- 
vertising of  the  Byllesby  Engineering  & 
Management  Corporation  and  the  com- 
panies operating  under  its  direction. 
He  has  been  in  the  advertising  depart- 
ment since  1922,  and  prior  to  that  time 
was  with  the  Louisville  Gas  &  Electric 
Company  for  eight  years. 

Mr.  Gardiner  will  be  in  charge  of 
financial  advertising  for  H.  M.  Byllesby 
&  Company.  He  has  been  a  member  of 
the  advertising  department  since  1922. 
For  eight  years  previous  he  was  an 
editor  or  financial  writer  for  a  number 
of  the  leading  newspapers  of  the  Middle 
West. 

Mr.  Hicks  has  been  managing  editor 
of  Byllesby  Management  for  the  last 
two  years.  He  also  will  edit  the 
Byllesby  News  Bulletin  and  Byllesby 
Monthly  News.  For  ten  years  prior  to 
1925,    when    he    joined    the    Byllesby 


Alex  Dow  Heads  Mechanical 
Engineers 

Alex  Dow,  president  of  the  De- 
troit Edison  Company,  Detroit,  Mich., 
will  succeed  Charles  M.  Schwab,  chair- 
man of  the  Bethlehem  Steel  Corpora- 
tion, as  president  of  the  American 
Society  of  Mechanical  Engineers.  Mr. 
Schwab  retires  after  one  year  of  ser- 
vice. Mr.  Dow,  prominent  in  the  en- 
gineering world,  a  native  Scotsman, 
who  in  1895  became  a  citizen  of  the 
United  States,  has  been  a  member  of 
the  society  since  his  naturalization.  He 
has  been  connected  with  the  Baltimore 
&  Ohio  Railroad,  the  Brush  Electric 
Company  and  other  companies. 


Charles  G.  Adsit  Resigns  from 
Atlanta  Property 

Charles  G.  Adsit,  nationally  known 
engineer,  has  resigned  as  vice-president 
of  the  Georgia  Power  Company,  At- 
lanta, Ga.,  to  enter  private  business. 
Mr.  Adsit  has  been  long  identified  with 
the  Atlanta  properties.  He  was  made 
executive  engineer  on  April  1,  1922, 
with  authority  and  jurisdiction  over  en- 
gineering work  of  all  departments  and  in 
May  of  the  same  year  he  assumed  the 
role  of  vice-president. 

Prior  to  his  affiliation  with  the  com- 
panies operating  in  Atlanta,  he  had 
extensive  engineering  experience  in  the 
western  part  of  the  United  States,  South 
America  and  Mexico.  He  was  elected 
a  director  of  the  Chicago  &  West  Towns 
Railway,  Oak  Park,  111.,  early  in  the 
current  year. 

OBITUARY 

Frank  J.  G.^trell,  superintendent  of 
the  department  of  accident  investiga- 
tion of  the  Chicago  Surface  Lines  and 
one  of  the  oldest  officials  in  point  of 
service,  died  at  St.  Francis  Hospital, 
Chicago,  on  Dec.  4,  after  a  short  ill- 
ness. He  began  his  service  with  the 
claim  department  of  the  Surface  Lines 
in  1894  as  junior  clerk  and  rose  from 
that  position  to  chief  adjuster,  general 
claim  agent  and  finally  superintendent 
of  the  department.  He  had  a  national 
reputation  among  claim  agents  and  in- 
surance companies. 

Patrick  J.  Boyle,  transportation 
superintendent  of  the  Community  Trac- 
tion Company,  Toledo,  Ohio,  died  on 
Saturday.  Nov.  19.  He  entered  the 
service  of  the  railway  at  Toledo  37  years 
ago  as  a  driver  of  a  horse  car  and  later 
became  a  motorman  when  electric  power 
was  applied  to  the  lines.  His  long  ex- 
perience made  him  unusually  familiar 
with  the  property  in  Toledo  and  one  of 
the  most  valuable  members  of  the  execu- 
tive staff.  The  phrase  "Call  Pat  Boyle" 
became  the  order  of  the  day  as  a  way 
out  of  most  any  kind  of  difficulty.  Mr. 
Boyle  was  born  in  Ireland  67  years  ago. 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1087 


Manufactures  and  the  Markets 


I.R.T.  Needs  107  New  Cars  Now, 
Says  Colonel  Lancaster 

At  a  hearing  of  the  New  York  Transit 
Commission  on  Dec.  5  Col.  William  C. 
Lancaster,  chief  engineer  of  the  com- 
mission, testified  that  107  new  cars  were 
needed  immediately  by  the  Interborough 
Rapid  Transit  Company  and  gave  as  his 
opmion  that  400  new  cars  would  be 
needed  by  the  company  to  meet  its  serv- 
ice' requirements  during  the  next  two  or 
three  years. 

Arthur  G.  Peacock,  of  counsel  for  the 
company,  reserved  the  right  to  cross- 
examine  Colonel  Lancaster.  Commis- 
sioner Lockwood  of  the  Transit  Com- 
mission put  the  matter  over  for  two 
days. 

Distribution  of  the  107  new  cars  was 
suggested  by  Colonel  Lancaster  as  fol- 
lows:  White  Plains  Avenue  line  40; 
Pelham  Bay  Park  line,  30 ;  Astoria  line, 
twelve;  Lexington-Fourth  Avenue  line, 
ten ;  Corona  extension,  six,  and  nine  to 
be  held  in  reserve. 


-tV^Tr 


\ 


Montreal  Tramways  Officials 
Inspect  New  Cars 

Inspection  of  Montreal's  newest  type 
of  street  cars  took  place  recently  when 
the  first  of  the  SO  cars  ordered  last 
summer  from  the  Canadian  Car  & 
Foundry  Company  by  the  Montreal 
Tramways,  Montreal,  Canada,  were 
delivered.  The  order  for  these  cars 
was  forecast  in  the  Journal  for  Feb. 
19,  26  and  March  12  and  the  placing 
of  it  in  the  issue  of  Sept.  3. 

Among  those  included  in  the  inspec- 
tion party  were  Julian  C.  Smith, 
president,  and  Col.  J.  E.  Hutcheson, 
vice-president  and  general  manager  of 
the  Montreal  Tramways,  and  other 
officers  of  the  company,  as  well  as  J.  F. 
Saint-Cyr,  chairman  of  the  Montreal 
Tramways  Commission,  and  Gustave 
Comte,  secretary. 

Of  the  two-man  type,  the  cars  have 
a  seating  capacity  of  44  passengers  and 
are  5  ft.  longer  than  the  one-man  cars 
constructed  last  year.  The  space  be- 
tween the  front  facing  seats  at  the  head 
of  the  car  is  wider  than  in  previous 
designs  and  there  is  a  better  arrange- 
ment of  the  motorman's  section.  This 
provides  more  space  for  passengers. 

Some  of  the  new  features  are  that 
the  cords  running  along  the  inside 
of  present  cars  are  dispensed  with 
and  the  signal  for  the  motorman  to 
start  is  given  electrically  when  the  rear 
door  is  closed  by  the  conductor.  Should 
the  motorman  wish  to  signal  the  con- 
ductor a  bell  and  push-button  arrange- 
ment is  provided.  Aluminum  rails  run 
along  the  sides  of  the  car  instead  of 
individual  hand  straps.  Safety  devices 
are  one  of  the  prominent  features  of  the 
new  cars. 

The  eighteen  buses  ordered  some  time 


ago  cost  from  $14,000  to  $18,000  each. 
Three  of  the  new  buses  are  of  the 
"street  car  on  rubber"  Versare  type. 
The  operation  is  combined  gas  and 
electricity  and  the  front  of  the  bus  is 
like  the  front  of  a  street  car  with  the 
motor  and  other  equipment  in  the  rear. 
The  other  fifteen  buses  are  the  regular 
four-wheel  type,  similar  to  those  used 
on  Sherbrooke  Street. 


Steel  Tops  for  Some 
P.R.T.  Buses 

Philadelphia  Rapid  Transit  Company, 
Philadelphia,  Pa.,  it  is  reported,  an- 
nounced this  week  that  all  Penn-Jersey 
double-deck  buses  will  shortly  be 
equipped  with  steel  tops  over  the  upper 
open  section.  There  is  a  possibility 
that  double-deck  buses  on  local  lines 
eventually  may  be  similarly  equipped. 
The  new  inclosures  allow  more  than 
5  ft.  headroom  on  the  top  deck.  The 
sides  of  the  new  covers  are  equipped 
with  ventilators. 


General  Prosperity  Shown  by 
Hoover*s  Report 


EVERY  previous  record  of  volume 
of  production  and  consumption  in 
the  United  States  and  in  the  physical 
quantity  of  exports  and  imports  was 
broken,  according  to  the  annual  report 
of  Secretary  of  Commerce  Herbert 
Hoover.  This  report,  released  on  Dec. 
2,  embodies  interesting  facts  on  the  eco- 
nomic progress  of  the  country  in  the 
fiscal  year  ended  June  30. 

There  was  very  little  unemployment, 
except  during  a  moderate  recession  near 
the  end  of  the  year,  and  the  rate  of  real 
wages  remained  higher  than  anywhere 
else  in  the  world,  or  than  at  any  other 
time  in  'the  world's  history.  The  high 
prosperity  of  the  year  did  not  represent 
merely  an  upward  swing  in  the  business 
cycle,  but  was  the  result  of  that  general 
and  permanent  progress  the  extent  and 
causes  of  which  are  more  fully  set  forth 
in  the  various  sections  of  the  report. 
There  were  a  few  aspects  of  American 
business  which  were  less  satisfactory, 
some  of  which  were  noticeable  in  the 
coal  and  textile  industries,  the  relatively 
low  price  of  cotton  with  its  depressing 
efifect  upon  the  farmers  of  large  regions 
of  the  South,  and  some  continued  de- 
pression in  agriculture  of  the  Mid- West. 

The  volume  of  output  in  the  manu- 
facturing industries,  by  all  odds  the 
largest  branch  of  productive  activity, 
showed  an  appreciable  gain  even  above 
the  extremely  high  level  of  the  fiscal 
year  1925-1926.  The  most  conspicuous 
gains  shown,  as  compared  with  1925- 
1926,  are  in  mineral  production,  freight 
transportation,  output  of  electric  cur- 
rent, and  sales  of  5  and  10-cent  stores. 


Where  Will  the  Next 

A.E.R.A. 
Convention 

Be? 

The  committee  having  this 
in  charge  will  tell  us  on 
Dec.  16. 


Electric  current  is  being  used  in  rapidly 
increasing  quantities  for  lighting,  for 
domestic  power  and  heat,  and  above  all 
for  industrial  power. 

In  the  discussion  of  agriculture  the 
situation  of  the  farmer  has  an  important 
bearing  on  the  general  trend  of  industry 
and  commerce,  according  to  the  report. 
The  crops  harvested  in  the  autumn  of 
1926,  constituting  the  main  factor  in  the 
agricultural  situation  of  the  fiscal  year, 
were  in  the  aggregate  the  largest  pro- 
duced in  our  history  with  the  excep- 
tions of  the  years  1915  and  1920. 

The  report  states  that  the  building  and 
construction  industries  played  a  great 
part  in  the  prosperity  of  the  fiscal  year. 
New  construction  undertaken  in  the  fis- 
cal year  1926-1927,  amounting  to  some 
seven  billion  dollars  in  value,  constituted 
a  powerful  factor  in  maintaining  general 
business  activity  and  prosperity. 

Railway  Efficiency  Commented  On 

During  the  last  two  fiscal  years  a  con- 
spicuous increase  has  occurred  in  the 
volume  of  railroad  freight  traffic  even 
as  compared  with  the  high  figures  for 
the  fiscal  years  1924  and  1925.  The  ton- 
mileage  of  freight  in  1925-1926  was 
about  8  per  cent  greater  than  the  year 
before,  and  1926-1927  showed  a  further 
increase  of  about  5J  per  cent.  This 
gain  in  traffic  was  accomplished  with  an 
insignificant  addition  to  the  number  of 
employees,  a  fact  indicating  the  con- 
tinued advance  in  the  efficiency  of  the 
railways  which  has  been  going  on  since 
the  close  of  the  war. 

Concerning  motor  transport  it  is 
brought  out  that  the  rapid  increase  in 
the  use  of  motor  trucks  and  motor  buses 
in  conjunction  with  older  forms  of 
transport  has  been  remarkable,  and  this 
increase  reflects  to  a  large  degree  the 
rapidly  changing  conditions  in  mpdern 
methods  of  transportation  and  the  prog- 
ress made  in  highway  surfacing.  Sixty 
steam  railroads  have  1.253  buses  in 
operation,  covering  11,440  route-miles, 
while  there  are  19,099  buses  operated  in 
competition  with  railroads,  the  route 
mileage  being  334,522.  Electric  rail- 
roads in  1927  were  using  7,284  buses 
compared  with  5,150  the  previous  year, 
common-carrier  bus   route  mileage  in- 


1088 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.24 


creased  from  232,340  in  1926  to  270,068 
miles  this  year.  The  total  number  of 
buses  in  operation  increased  from  69,- 
425  to  80,040  during  the  year. 

The  financial  markets  are  but  briefly 
touched  on  in  this  report.  From  the 
banking  point  of  view,  the  fiscal  year, 
like  the  calendar  year,  was  one  of  sound 
but  uneventful  growth  with  ample 
money  at  low  and  stable  rates. 

Foreign  trade,  which  is  one  of  the 
principal  phases  of  the  Commerce  De- 
partment, shows  a  very  encouraging 
growth.  The  value  of  exports  during 
the  fiscal  year  1926-1927  was  greater 
than  in  any  other  fiscal  year  since  1920- 
1921,  and  when  account  is  taken  of  the 
much  lower  price  level,  as  compared 
with  the  war  years,  this  past  year  was 
the  greatest  in  our  history. 

There  has  been  an  extraordinary  in- 
crease in  the  production  of  American 
industry  during  recent  years  with  a 
consequent  corresponding  advance  in 
the  standards  of  living.  This  reflects 
not  merely  recovery  from  the  dislocation 
caused  by  the  war,  nor  from  the  low 
point  of  the  post-war  slump — it  repre- 
sents in  large  part  an  advance  beyond 


the  highest  pre-war  levels  and  marks  a 
trend  which  we  may  well  consider  of  a 
permanent  character. 

The  basic  causes  of  economic  prog- 
ress translate  themselves  into  a  number 
of  more  specific  and  directly  working 
causes.  Among  these  may  be  mentioned 
especially  the  advance  in  education, 
scientific  research  and  invention;  the 
growing  use  of  mechanical  power,  ma- 
chinery, and  other  forms  of  capital ;  the 
larger  scale  of  production ;  the  conscious 
and  concerted  effort  to  eliminate  waste 
and  reduce  costs ;  the  high  scale  of 
wages,  with  consequent  general  high 
buying  power ;  and  the  relative  stability 
of  prices,  money  and  credit. 

In  compliance  with  the  new  respon- 
sibilities assigned  to  the  Department  of 
Commerce  by  the  passage  of  the  air 
commerce  act  of  1926,  providing  for 
the  promotion  and  regulation  of  civil 
aeronautics,  the  department's  first  task 
was  to  organize  aeronautical  activities 
and  select  the  necessary  personnel. 
These  activities  were  assigned  to  five 
divisions,  under  the  Director  of  Aero- 
nautics and  Assistant  Secretary  of  Com- 
merce provided  for  in  the  new  act. 


Copper  Makes  Further  Advance 

THE  feature  of  the  non-ferrous  metal  the  range  in  prices  for  the  individual 
markets  during  the  week  ended  Dec.  days.  Some  metal  was  to  be  had  the 
7  was  the  further  advance  in  price  of  morning  of  Dec.  7  at  14.075  cents,  de- 
copper,  accompanied  by  active  business  livered  in  Connecticut,  but  in  the  after- 
for  both  domestic  and  foreign  accounts,  noon  this  seemed  to  have  disappeared 
Lead  has  also  sold  in  excellent  volume  and  some  producers  advanced  their  price 
at   somewhat   higher   prices.      Tin   has  to  14.25  cents. 

been  firm  and  quiet.     The  one  dull  spot        Though  lead  prices  underwent  a  sharp 

has  been  in  zinc,  sales  being  small  and  advance  Dec.  1,  there  was  no  let-up  in 

prices  virtually  unchanged.  buying ;   in  fact,   demand   for  the   next 

Copper   advanced  nearly  ^  cent   per  two  or  three  days  after  the  increase  was 

pound  during  the  week  ended   Dec.   7.  made  was  better  than  it  had  been  before. 

Three  advances  during  the  week  seem  On    that    day,    Dec.    1,    the    American 

only  to   have   whetted   the   appetite   of  Smelting  &  Refining  Company  advanced 

foreign  buyers,  and  domestic  consumers  its  contract  price  from  6.40  to  6.50  cents, 

have  felt  forced  to  join  the  buying  move-  New  York,  and  the  principal  seller  in 

ment    with    the    best    grace    they    can  the  Middle  West  went  to  6.325  cents, 

muster.    The  successive  advances  in  the  St.  Louis,  which  was  subsequently  raised 

c.i.f.  price  were  as  follows:  on  Dec.  2  to  6.34  cents.     The  advance  in  London 

from  14.05  cents  to  14.25  cents,  on  Dec.  culminated   on   Monday,   and   with   the 

5  to  14.35  cents,  and  on  Dec.  7  to  14.50  lower    quotations    cabled    from    abroad 

cents.     The  advances   in  the   domestic  Dec.   6  and  7  there  was   less   insistent 

market    were    made    sooner    by    some  demand  on  this  side, 
sellers  than  others,  which  accounts  for         In  spite  of  the  absence  of  any  con- 

_^ siderable  demand,  prices  for  zinc  have 

„„.„., remained    steady.      High-grade    is   still 

METAL.  COAL  AND  MATEn.^AL  PRICES  quoted  at  7.75   cents   New   York,   on  a 

Meuis-New  York    '  Dec.  6.  1927  purelv  nominal  basis. 

Copper,  electrolytic,  cenu  per  lb 13  825         trading    in    tin   has    been   moderate. 

Copper  wire,  cents  per  lb .'..'.     15.50  with  most  of  the  interest  on  the  part  of 

Liead,  cents  per  lb 6   ^n  ^i  i      t  -r,  -  . 

Zinc, cenuperlb '.'.'.'.'.\'.\'.\'.'.      6  20  "^^   dealers.      Prompt    quotations   apply 

Tin.  Strait*,  cents  per  lij  .  ".■.'.■.■..■.■.■.■    59!i25  also    to    December   and   Januarv,    later 

Bituminous  Coal,  r.o.b.  Mines  deliveries     being    about    i    cent    less. 

%°»d^Vrortr: ';°.":  .'."•'';."".":'"":"    Prices  have  averaged  about  the  same  as 

Somerset  mine  run,  Boston,  net  tons last    week — aboUt    59   cents    for    Straits 

Pittsbllrgli  mine  run.  Pittsburgh,  net  tons. .        I    825 

Franklin.  111.,  screenings.  CiiicBgo,  net  tons       ♦ 

Central.  111.,  screenings.  Cliicngo.  net  tons. 

MrtCTiaiT*'"""' '''"*" ^''''' "*''""'■       ^'"  Malleable  Iron  Fittings  Company 
Rubber-covered  wire,  N.  Y.,  No  14  per  Acquires  Bridgeport  Concern 

„I.OO0ft '. ;.™.       5.50  ^  "    '^ 

Weatherproof  wire  base.  N. v.,  cents  per  lb.     16  50  The    Malleable     Iron    Fittings    Com- 

SSSo?lte"otr)"°"'Y:^^^^^^^^^^  li"  Pany,  Branford.  Conn.,  has  acquired  the 

whiteieodinoiKiDO-ib.  keg),N.  Y.,  oenti  Clark-Williams   Engineering   Company, 

Turpentine (bbi.ioto),N.Y;,pCT'giii;:;;:;  W.iV  Bridgeport.     Conn.       The     Bridgeport 

■  concern  has  manufactured  and  marketed 


pole  mounts  for  application  to  telegraph, 
telephone  and  power  transmission  lines. 
The  patented  device  comprises  two 
heavy  malleable  iron  castings  which 
clamp  the  bjitt  of  the  pole  to  a  concrete 
base  embecided  in  the  ground.  Holland 
G.  Williams,  the  inventor  of  the  device, 
has  joined  the  staff  of  the  Mrlleable 
Iron  Fittings  Company,  and  the  office  of 
the  Clark-Williams  Engineering  Com- 
pany has  been  moved  to  Branford,  Conn. 


Twelve  One-Man  Cars  for 
Knoxville  Power  &  Light 

Specifications  have  recently  been  re- 
leased for  twelve  one-man.  passenger, 
city  type,  single-end,  double-truck  cars 
which  were  ordered  in  November  by 
the  Knoxville  Power  &  Light  Company, 
Knoxville,  Tenn..  from  the  Cincinnati 
Car  Company.  Winton  Place.  Ohio. 
Mention  that  the  cars  would  be  ordered 
was  made  in  the  Journal  Nov.  5. 

The  units  will  have  an  over-all  length 
of  43  ft.  9  in.,  total  weight  of  approx- 
imately 30.000  lb.,  a  seating  capacity  for 
54  passengers  and  will  be  of  semi-steel 
con.struction.  The  exterior  color  scheme 
will  be  yellow  and  cream  and  the  in- 
terior trim  cherry.  Haskelite  head- 
lining has  been  specified,  as  have  Gen- 
eral Electric  No.  2'i4  rnotorc 

.Subjoined  are  the  specifications  as 
released  by  F.  V.  Underwood,  general 
manager  of  the  Knoxville  Company: 

Ntimber  of  units 12 

Type  of  unit   ...One  man,  motor,  psnenger.  citv. 
single  end.  double  truck 

Number  of  peats 54 

Builder  of  car  body Cincinnati  Car  Company, 

Winton  Plnoo,  0»-!o 

Date  of  order Nov.  21.  1Q27 

T>"'»  of  deliv^rv ',  ,  Four  nlnntH 

Weight,  total Approximatelv  30.000  lb. 

Bolster  centers 24  ft.  0      in. 

Length  over  all 43  ft   9      in. 

T.ength  over  body  poets 33  ft.  6      in.  ' 

Truck  wheelhape 5  ft.  0      in. 

Width  over  all 8  ft.  6      in! 

Height,  rail  to  trolley  base 10  ft.  5H  in. 

Window  post  spacing 30in. 

Body Semi-steei 

Kno.f     , Arch 

Air  brakes Westinghouse 

Armature  bearings Plain 

Axles. 3}  in.  diameter 

Car  signal  system Faraday  high  voltage 

Compressors Westinghouse  DH-16 

Conduit Duraduct 

Control Oeneral  Electric 

Curtain  material  , . .  Pantaaote.  douMe-faced  morocco 

Destination  signs Keystone  illuminated 

Door   mechanism National  Pne'imatio  Co. 

Doors End,    folding.    C-2320 

Fare    boxes Cleveland 

Finish Old    Dutch    enamel 

Floor    covering Battleship    linoleum 

Gears  and  pinions 1 3-74  ratio 

Glass Double  strength  American,  Fet  in  felt 

Hand  brakes Droo  handles 

Hand  straps White  enameled  metal 

Heat  insulating  material Cork  and  asbecfoa 

Heaters Consolidated     Car    Heatinct    Co. 

Headlights Golden   Glow,   type   RM-96 

Headlining Haskelite.    ivory    color 

Interior  trim Cherry 

.Tournal  bearinga Plain 

.Tournal   boxes 3-in.   x   6-in. 

Lamp  fixtures Flush   tvpe 

Motors GE-264 

Painting  scheme Yellow  and  cream 

Roof     material Haskelite 

Safety  car  devices ....  Safety  Car  Devices  Comoanv 

Peats Hale&  Kilbum,  17in.  x  36  in. 

Peat  spacing 30  in. 

Seating  material Green  plush 

.Plack  adjusters Brill 

Steps Folding,  9J  in.  x  36  in.  treads 

Trollcv  catchers Ohio  Brass 

Trolley  base Nuttall  r.R.-13-E  No.  1224 

Trolley  wheels 5  in.  with  V.  A  K.  harp 

Trucks Brill,    76-EI-i 

Ventilators Ten,  Nichols-Lintern,    t.vpe  C 

Wheels Steel,    26-in.    diameter 

Wheelguards H-B 

Special   devices Treadle  doors  and   steps   and 

brake  interlocking  devices 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


21 


I 


ts  merits 

are 

easily  determined 


m 


STABLISHING  the  value  of 
the  Peacock  Staffless  Brake  is 
as  easy  as  finding  the  circus 
lot  when  the  circus  comes  to  town — 
everyone  interested  is  heading  in  the 
same  direction. 

We  will  be  glad  to  tell  you  of  many 
street  railways  located  near  your 
own  territory  where  Peacock  Staff- 
less  Brakes  have  been  made  stand- 
ard equipment.  We  will  furnish  you 
with  authoritative  data  on  cost  of  in- 
stallation and  maintenance. 


and  finally 


— Peacock  Staffless  Brakes  take 
their  place  as  Emergency  equip- 
ment— to  work  positively  and 
without  question  when  all  other 
agencies  have  failed. 


National  Brake  Company 


890  Ellicott  Square 


Buffalo,  N.  Y. 


Canadian  Representative 
Lyman  Tube  8C  Supply  Co.,  Ltd.,  Montreal,  Can. 


22 


ELECTRIC  RAILWAY  .K^URNAL 


December  10.  1927 


No  Bus  Too  Big!  I 

With  a  hundred  people  crammed  aboard  this  double-decker, 
jacking  would  be  all  the  same  with  a  Blackhawk. 

One  man  can  do  it — and  he  will  not  labor — nor  crawl  in  the 
dirt — nor  soil  a  nifty  uniform. 

Just  gentle  strokes  of  the  long  handle,  and  those  wheels  come 
off  the  ground  unbelievatly  easy.  Even  the  shortest  strokes 
will  do  it. 

That  long  handle  not  only  reaches  in  under  any  axle.  It  holds 
the  jack  and  sets  it  square.  To  lower,  use  the  handle  tip  to 
open  the  release  valve.  She  settles  down  gently  and  fast.  No 
pumping  needed  to  lower  load. 

Blackhawk  Bus  Jacks  go  under  any  front  axle,  with  tire  flat. 
Ample  lift  for  any  rear  end.     Passengers  never  disturbed. 

Declared  indispensable  by  leading  fleet  and  bus  oper- 
ators— Pickwick  is  one  using  800.  Write  for  details 
and  prices. 

BLACKHAWK  MFG.  COMPANY 

Dept.  EJ,  Milwaukee,  Wis. 
Mfrs.  of  Blackhawk  Wrenches  and  Pumps 

BLACKHAWK 

HYDRAULIC 
OIL-POWER 


••Motortruck"  Jack  Model  C»  (7- 
ton>  liftH  from  9-in.  low  to  14*in. 
high.  Model  fll  (7-ton) — 11-in. 
low,  18-in.  high.  Model  Dll  (13- 
toii) — 11-in.  low,  17%-ln.  high. 
Other  models  from  1^4  to  75-toii 
lift. 


JACKS 


TWIN'   -   ritio* 

Valvf  Vnit  mi- 
loiuiituMll.v  ron- 
truls  the  liyilran- 
lic  (III  power.  LtM-ated  below  the 
puin|>  (outstile  (he  jaek),  easily  iie* 
teMsible.    •  Patented. 


December  10,  1927 


ELECTRIC  RAILWAY   JOURNAL 


23 


Protection  plus— 

THE  hardness  and  toughness  of  Duco  withstands 
wear  of  all  kinds.  For  interiors  which  are  ex- 
posed to  the  rubbing  and  scuffing  of  the  crowds,  for 
exteriors,  which  must  carry  on  under  the  direct  rays 
of  the  hot  sun — and  through  rain,  snow  and  sleet — 
Duco  gives  greater  durability — and  economy. 

The  smooth  surface  of  Duco  is  easily  cleaned — an 
important  consideration  in  the  operation  of  any 
railway. 

Refinishing,  when  necessary,  is  done  in  less  time  and 
at  less  cost. 


E.  I.  du  Pont  de  Nemours  &  Co.,  Inc. 

Chemical  Products  Division,  Parlin,  N.  J. 

2100  Elston  Avenue,  Chicago,  111. 

569  Mission  Street,  San  Francisco,  Gal. 

There  is  only  ONE  Duco 
.    .    .    DUPONT  Duco 


DUCO 


»««.0.».  »T.O»»- 


PAINTS 


VARNISHES 


ENAMELS 


DUCO 


24 


ELECTRIC  RAILWAY  JOURNAL 


December  10, 1927 


Cars 


tn 


Cities 


tn 


I  Day 


"I  CONSIDER  THE  TELEPHONE,"  SayS  this 

automobile  man,  "the  most  valuable 
and  most  economical  sales  asset  I  have." 
Almost  any  business  house  has 
many  kinds  of  work  that  the  long  dis- 
tance lines  can  do.     Buying  or  selling 
in  a  distant  city  without  leaving  one's 
office.   Making  important  appointments. 
Getting   or    giving    rush   information, 
specifications  or  prices.   All  business  de- 
tails can  be  discussed  by  telephone,  just 


A  New  Britain,  Connecticut, 
car  dealer  is  said  to  sell  more 
automobiles  per  capita,  of  a  certain 
high-priced  make,  than  any- 
other  subdealer  in  the  world  In 
clearing  his  floor  of  trade-ins,  he 
uses  Long  Distance  almost  ex- 
clusively. Not  long  ago  he  made 
ten  calls  in  one  day  to  dealers  in 
other  cities.  These  calls  sold  two 
cars  in  Boston.  Tmvo  in  Worcester. 
Three  in  Ne\v  York.  T^vo  in 
Philadelphia.  Cash  transactions, 
$17,000 — telephone  charges,  $19.50! 

as  in  a  personal  interview.  And  with 
heavy  savings  in  time  and  traveling 
expense. 

What  distant  person  or  firm  would 
it  be  an  advantage  to  talk  with,  now? 
You'll  be  surprised  how  little  it  will 
cost Number,  pleasel 


Bell  Long  Distance  Service 


December  10,  1927 


ELECTRIC  RAILWAY  JOURNAL 


25 


WOMKMMSHIP 


LONG  PRODUCTS— AUTOMOTIVE  CLUTCHES  AND  RADIATORS 


26 


ELECTRIC  RAILWAY  JOURNAL 


December  10,  1927 


Up! 


Up! 


Up! 


His  sales  volume  responded  to 


INDUSTRIAL  ADVERTISING 


T ISTEN  to  this  story  of  a  business  that  pulled 
-*-'  itself  up  by  its  own  boot  straps,  the  story 
of  a  manufacturer  who  defied  the  trend  of  gen' 
eral  business  and  gained  sales  volume  regard' 
less. 

From  a  minor  position  to  recognized  leadership 
by  steady  yearly  gains,  always  exceeding  the 
progress  of  the  industry  as  a  whole— that  is 
what  took  place  and  how  it  was  done  is  an 
open  book. 

It  was  a  young  business,  making  machinery 
supplies  and  small  parts— sort  of  a  line  of  in' 
dustrial  "notions" — just  the  type  that  might  be 
thought  too  small  to  employ  Industrial  Adver' 
tising  effectively.  In  the  light  of  what  hap' 
pened,  no  one  can  tell  this  manufacturer  that 
Industrial  Advertising  cannot  be  geared  to  a 
small  business.  That  is  just  what  he  did — 

Qeared  Industrial  Advertising 
to  His  Business 

At  the  outset  the  policy  was  established  to 
specialize  on  worthwhile  markets.  Their  buy 
ing  habits  were  studied  intently  and  a  complete 
plan  of  Industrial  Advertising  and  SeUing  was 


built  arovmd  their  needs.  Thoughtful  attention 
was  devoted  to  the  selection  of  industrial  pub' 
hcations  and  the  preparation  of  advertising 
copy.  In  team'Work  fashion  both  sales  and  ad- 
vertising strategy  were  aimed  at  one  thing — 
Recognition  b)i  worthwhile  buyers. 

This  recognition  was  found  to  be  the  straight 
line  to  larger  sales  volume.  Tangible  results 
were  greater  than  a  previous  inquiry  campaign 
had  produced.  A  check  of  new  buyers  against 
McGraw-Hill  subscribers  showed  that  8o% 
were  on  both  lists. 

From  each  year's  business  came  the  where' 
withal  to  produce  next  year's  increase.  Eight 
per  cent  of  gross  revenue  appropriated  for  In' 
dustrial  Advertising  produced  an  average  yearly 
gain  in  sales  volume  of  nearly  30%.  Only  once 
did  the  manufacturer  experiment  wnth  a  re 
duced  appropriation  and  this  was  the  only  period 
when  he  experienced  reduced  sales.  Comparing 
the  three  curves  of  the  chart  shows  that  this 
manufacturer's  growth  was  controlled  not  so 
much  by  general  business  conditions  as  by  his 
volume  of  Industrial  Advertising. 


Industrial  Marketing  at  Work 

After  studying  hundreds  of  such  successful  cases  as  this,  McGraw-Hill 
prepared  its  new  book,  "Industrial  Marketing  at  Work."  This  book  es- 
tablishes recogm/ion  as  the  proper  goal  of  industrial  marketing  and  offers 
a  practical  method,  in  ten  logical  steps,  for  its   accomplishment. 

If  your  markets  lie  within  any  field  of  industry  broader  than  your  strictly 
local  territory  a  McGraw-Hillrepresentative  will  gladly  discuss  this  study 
and  present  a  copy  to  you  or  your  advertising  agency .  For  promptness, 
address  your  nearest  McGraw-Hill  office . 


Itecembet  10, 1«;27 


KI-KCTRIC  RAILWAY  JOURNAL 


Bxcnaut.' 


trOtd 


McGraw-Hill 

Tiiblicatiom 


Cir^'.n:  -«-   Dznnir: 


Mimmg 


<*.M«       VACES       OSCD       ABBOALLT        BT        S.SM       taOOmiAI.       AOTEaiUCXS       TO       BELT      IBOOSTSV        •*T        MO«E        nVTCUJCEXTLT 


28 


ELECTRIC  RAILWAY  JOURNAL 


December  10, 1927 


Do  you  use  pneumatic  tires? 

This  is  the  rim  for  them 


GOODYEAR  Type  K  Rim  Equipment  marks 
a  new  era  in  rim  design  — an  epochal  ad- 
vance in  tire  usage  for  truck  and  bus  trans- 
portation. 

Goodyear  offers  truck  and  bus  manufacturers 
co-operation  in  any  kind  of  test.  Our  exhaus- 
tive tests  already  made  point  to  this  rim  as 
factory  equipment  for  pneumatic-tired  trucks 
and  buses  of  the  future. 

Truck  and  bus  owners  and  operators  who  are 
contemplating  a  changeover  from  solid  to 
pneumatic  tires  —  single  or  dual  rears  —  will 
find  this  equipment  exactly  what  they  need 
to  do  the  job  efficiently,  economically  and  in 
the  most  practical  way. 

Every  truck  dealer  and  tire  dealer  should  learn 
the  advantages  off^ered  in  this  new  equipment. 
Rim  distributors  will  co-operate  with  you  in 
adapting  wheels. 

Goodyear  Type  K  Rims  off^er  these  decided 
advantages: 


1.  Simplicity  and  ease  of  operation  in  tire 
changing. 

2.  Adaptability  to  all  types  of  wheels  —  single 
or  dual. 

3.  Lightness  with  strength. 

4.  Economy  of  replacement. 

5.  Reduction  of  brake-drum  heat  through  use 
of  ventilated  wheels,  thus  saving  of  tires. 

Made  in  but  two  parts— one  endless  section  and 
one  split  section.  Makes  all  pneumatic  tires 
quickly  detachable  as  well  as  demountable  at 
the  rim.  Offered  in  a  complete  range  of  sizes. 

Developed  by  Goodyear  engineers,  made  ex- 
clusively in  Goodyear  shops,  widely  accessible 
through  rim  distributors.  "The  Greatest  Name 
m  Rubber"  guarantees  your  permanent  satis- 
faction. 

Write  Goodyear,  Akron,  Ohio,  or  Los  Angeles, 
California,  for  illustrated  booklet  and  com- 
plete information. 


roiiyrlnht  1927.  by  The  Goodyear  Tire  &  Rubber  Co. ,  Inc. 


Type  K  Truck  &  Bus  Rim  Equipment 


Points  that  Uistinguish 
this  J^ang  City  Type 
All-Metal  Frame  Body 


Clear  vision  front. 

Circulating  load  that  makes  it  possible  to  handle 
crowds  at  rush  hours  more  quickly. 

Single  raise  sash  which  gives  a  lower  appearance  to  a 
citytype  body. 

Sash  raises  eleven  inches  clear,  which  is  equal  to  most 
buses  having  double  sash. 

Safety  door  control  at  rear  end  has  automatic  interlock 
with  brakes. 

The  Lang  all'metal  body  combines  low  weight  and  low 
maintenance  with  utmost  attractiveness.  It  is  luxurious 
even  for  city  service. 

In  every  detail  of  design,  mechanical  construction  and 
finish,  the  pioneer  work  of  Lang  in  the  bus  body  field 
shows  in  the  Lang  Body.  No  wonder  Lang  Bodies  create 
new  passengers — and  hold  them. 


Through  Lang's  special  department  for  body  maintC' 
nance  is  offered  a  real  and  welcome  service  to  bus 
operators. 

A  good  chassis  demands  a  good  body,  if  the  old  one  is 
damaged  or  needs  to  be  replaced  by  a  modern,  revenue' 
earning  job. 

Lang  Craftsmen  are  experienced  in  this  sort  of  work. 
As  long  as  the  chassis  is  in  good  condition,  Lang  will  take 
care  of  the  body.  The  result,  to  all  appearances,  is  an 
entirely  new  bus,  modernized  and  brought  up  to  date. 

THE  LANG  BODY  COMPANY,  CLEVELAND,  OHIO 


thaicounir/  ** 


V 


The  Sterling  Maj^k  on  Bixx  BodieJ' 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


31 


lOl  "VT&>VRS   OF  MANUFACTURING   I^CPRRMiNCE' 


Snow   sweeper  rattan 

and  cane  webbing  may 

be  ordered  through  any 

H'W  sales  office. 


No.  327- M 


FOR  INTERURBAN  NEEDS 

"T^HIS  Heywood'Wakefield  seat  is  designed  for  the  modem  type  of 
interurban  service  where  comfort  is  now  so   important.     It  has 
been  selected  for  both  new  cars  and  for  replacement  use. 

It  has  deep,  double  spring  cushions  shaped  to  allow  more  leg  freedom. 
Mechanism  rails  are  set  in.    The  individual  backs  are  properly  pitched 

for  comfort. 

Our  car  seating  experts  will  be  glad  to  help  you  decide 
on  the  best  seating   equipment  for  your  needs.     This 
service  is  free  through  any  H-W  sales  office. 

1/  you  have  not  received  a  copy  of  our 
new  Bus  Seat  Catalogue,  write  for  it. 


32 


ELECTRIC  RAILWAY  JOURNAL 


December  10,  1927 


Just   as   .he   elecric 

railway  companies  have  to 
compile  and  be  guided  by 
exhaustive  statistics  as  to 
peak  loadsj  traffic  densities, 
costs  per  mile,  and  so  forth, 
we  must  constantly  keep 
ourselves  informed  as  to 
purchasing  power,  density 
of  population  and  all  vital 
market  information  in 
order  to  maintain  our  ser- 
vice as  an  active  asset  of 
your  service* 


I  N CO RP>0 RAXED 


CANDLER   BLDG.    NEW  YORK 


Dccfinbcr  10,  1927 


ELECTRIC  RAILWAY  JOURNAL 


i6 


AIR — and  air  alone  can  ab- 
k.  sorb  and  thus  practically 
eliminate  road  shocks  and 
vibration. 

These  two  destructive  forces 
cost  truck  and  bus  operators 
who  ignore  them  hundreds  of 
thousands  of  dollars  every 
year  in  unnecessary  mainte- 
nance expense  and  repair 
bills— 


Gruss 

^^  Sleeve  Type 

AIR  SPRING 


WESTINGHOUSE 

W  W  Piston        "lype 

AIR  SPRING 


r 


THE  SHOCK  ELIMINATORS  FOR  TRUCKS -BUSSES-PASSENGER  CARS 


AIR  Springs  float  the  bus 
^  or  truck  chassis  on 
cushions  of  air.  These  air 
cushions  absorb  road  shocks 
and  vibration,  prevent  twist- 
ing and  wrenching  of  frame, 
eliminate  shifting  of  load 
and  damage  to  cargo,  insure 
supreme  riding  comfort  re- 
gardless of  road  conditions. 

Thousands  of  truck  and  bus 
operators  in  all  parts  of  the 
world  have  found  the  sav- 
ings thus  effected  make  air 
springs  the  greatest  divi- 
dend payer  they  have  in  con- 
nection with  their  equip- 
ment. 


The  CLEVELAND  PNEUMATIC  TOOL  COMPANY 

Cleveland,  Ohio 


34  ELECTRIC  RAILWAY  JOURNAL  December  10, 1927 


ANNUAL 


Statistical  and  rorecast 

i\  umber 


Electric  Railway  Journal 
January  14,  1928 

This  important  number  will  contain: 

Record  of  1927  in  costs  and  revenues.' 
Number  of  cars  purchased. 

Miles  of  track  constructed  and  recon- 
structed. 
Financial  records  for  1927 . 

Reviews  of  basic  tendencies  in  legal, 
financial  and  regulatory  matters. 

A  review  of  the  significant  news  de- 
velopments of  1927. 


Together  with : 


A  forecast  of  1928  expenditures  in  all 
departments,  and  the  trends  which 
will  shape  developments  and  prog- 
ress of  1928. 


Advertising  forms  close  January  3,  1928 

Electric  Railway  Journal 

Tenth  Ave.  at  36th  St.,  Newr  York  City 
Member  ABC  Member  ABP 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


35 


^mm    »tm  km    Ham  kma  i«».« 
«n™<  taauK  taoK  6^  '™*.  ^ 

a«_  fen  ta  te  ;; 


^^®  ®  ®  ©  ® 


"'• --  &S  'ii* 


I 


ACT  NOW— before  this 
special  oESer  expires! 

OUR  special  introductory  price  on  the  American  Elec- 
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6  volumes — Over  2,000  pages — fully  illustrated 

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The  thousand  wiring  diagrams  in  these  six  books  are  alone  worth 
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tory Price  of  tl6.00  has  been 
paid.  Upon  receipt  of  your  first 
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a  copy  of  Braymer  and  Roe's  \\ 
"Rewinding    Small    Motors." 


r 


McGrawsHill 


1 


FREE  EXAMINATION  COUPON 


McOraw-RlII  Book  Co.,  Inc.,  370  Seventh  Avenoe,  New  York. 

,™?fl?5™' — Pl"««  'Wd  me  the  CROFT  AMERICAN  ELBCTEICIANg' 
LIBRARY  (shipping  charges  prepaid),  for  10  days'  free  eiamlnation.  V 
satisfactory,  I  will  send  J2.00  in  ten  days  and  12.00  •  month  until  Iha 
•peelal  price  of  $16.00  has  been  paid.  If  not  wanted  I  will  write  you  lor 
return   shipping  instructions.      When  my  first  payment  of  12.00   Is  recelred  you 

wJ>J^»o""'  ""  ""  '"'  """  °'  Braymer  and  Koe'a  EBWINDINQ  SMALL 
UUTORS. 


Name 


Home    Address     . .  , 

aiy   

Poaitlon    

Name   of   Company 


FOR  SAFETY 

FROM  FIRE 

INSTALL  THE 


IMPROVED 


TIRE 
EXTINGUISHER 

Safety  demands  that  every  car  or 
bus  be  equipped  with  a  ^^m.  Fire 
Extinguisher.  The  riding  pubUc  expect 
and  are  entitled  to  the  protection  from 
fire  which  this  extinguisher  assures. 

Aside  from  the  protection  from  fire 
afforded  by  such  installation,  to  both 
rolling  stock,  operator  and  passengers, 
the  schedule  of  the  Central  Traction 
and  Lighting  Bureau  specifies  a  charge 
of  50  on  motor  buses,  30  on  interurban 
and  10  on  urban  cars,  for  the 
absence  of  fire  extinguishers. 

The  slight  outlay  involved  by 
having  rolling  stock  equipped 
with  an  Improved  ^»w;  (one- 
quart)  Fire  Extinguisher  should 
be  regarded  as  an  investment — a 
device  that  helps  make  safety 
from  fire  certain  should  be 
popular. 

Safety  adds  to  the  revenue  of 
the  operating  company  by  in- 
spiring confidence  in  the  riding 
public  toward  modern  transpor- 
tation. 

Many  of  the  leading  Public 
Service  Corporations  recognize 
this  and  have  equipped  their  cars  and  buses 
with .  ^m*  Fire  Extinguishers — they  know  a 
burning  car  or  bus  need  not  be  abandoned  if  a 
^at  Fire  Extinguisher  is  at  hand. 

F'or  the  protection  of  electrical  equipment,  power 
houses,  car  bams,  shops  and  storerooms  ^me 
(ij  quart)  Fire  Extinguishers  are  dependable  in  every 
emergency. 

PYRENE  MANUFACTURING  CO. 
>fEWARK,  N.  J. 

"Fortify  for  Fire  Fighting' 


36 


ELECTRIC  RAILWAY  JOURNAL 


December  10,  1927 


B  aivk.ersip5  ^txg.JT^^^t^^ 


faxi!,  Bacon  ^  ^avia 

^ncorporatcJ> 

115  Broadway,  New  York 
PHILADELPHIA  CHICAGO  SAN  FRANCISCO 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 


NEW    YOKE 


BOSTON 


CHICAGO 


Sanderson  &  Porter 

ENGINEERS 

PUBLIC  UTILITIES  &  INDUSTRIALS 

Deeign  Construction  Management 

Examinatione  Reporte  Valuatlona 


CHICAGO 


NEW  YORK 


SAN  FRANCISCO 


ALBERT   S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER,    MASSACHUSETTS 

IUPORT8  -  APPRAISALS  -  RATES  -  OPERATION  -  SCRVICC 


C.    B.    BUCHANAN 
PrMldeot 


W.   B.   PRICE.   JB. 
Sec'y-TreM. 


JOHN  F.   LATNQ 
Vlca-PrMldoit 


BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 

Financial  Reports,   Traffic  Surveys 

and  Equipment  Maintenance 

,««^"A^'"*'^''?i„„.i  Phone:  NEW  YORK 

1004  Citliena  National  ii„„„„--.  ni^o  .„  ™  ,<  o^    . 

Bank  Bids-  Hanover:  214^  49  Wall  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

GardiMr  F.  Wells  Albert  W.  Hemphill 

APPRAISALS 

INVESTIGATIONS  COVERING 

Reorganization       Management       Operation        Construction 

43  Cedar  Street,  New  York  City 


KELKER,  DeLEUW  &  CO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

Operating  Problemi  Valuations  Traffic  Surreys 

111  W.  Washington  Street,  Chicago,  III. 


E.  H.  FAILE  &  CO. 

Designers  of 
Gardes —  Service  Buildings — ^Terminala 


Ml    LaZnSTOM    AVB. 


NXWTOUC 


The  J-  G.  White 
Engineering  Corporation 

Engineers      Constructors 

OH  Refineries  and  Pipe  Lines,  Steam  and  Water  Power  Plants.  Transmission 
Systems,  Hotels,  Apartmenu.  Office  and  Induatrlal  Bulldlnga,  Railroads. 

43  Exchange  Place  New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service— Financial  Reports 

Appraisals — Management 

52  Vanderbilt  Ave.  New  York 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Reports  Rates  Service  Inveetiratlon 

Studies    on    Financial    and    Fhyeical    Rehabilitation 

Reorg'anlzation     Operation     Management 

683  Atlantic  Ave.,  BOSTON,  MASS. 


LINN  &  MARSHALL,  Inc, 

Financing  —  Engintering  —  Management 

PUBLIC  UTILITIES 

ELECTRIC  RAILWAYS  —  MOTOR  BUSES  — 

GAS  —  ELECTRIC 

25  Broadway,  New  York  City 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -   Reports 

Valuations  -  Management 

NEW  YORK             PHILADELPHIA               Chicago 

STEVENS  &  WOOD 

INCORPORATED 

ENGINEERS  AND  CONSTRUCTORS 

120  BROADWAY,  NEW  YORK 

YOUNGSTOWN.  O. 


ENOINKBRINO 
CONSTRUCTION 


PINANCINO 
MANAGEMIINT 


MCCLELLAN  &  JUNKERSFELD 

Incorporated 

ENGINEERING  AND  CONSTRUCTION 

Examinations — Reports — Valuations 
Transportation  Problems — Power  Developments 
68  Trinity  Place,  New  York 
Cbica«o  St 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Sunday  Pass — Differential 

Fares — Ride    Selling 

Holbrook  Hall  5-W-3 

160  Gramatan  Ave.,  Mt.  Vernon,  N.  Y. 


December  10,  1927 


ELECTRIC   RAILWAY  JOURNAL 


37 


siiiiiuiiiimiiuiiiuiiiiiiiiiiiiiiiiiiimiiiiiiimiiiiiiHiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiimiMMiimiumiiiiiiMii 


THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 

Boston,  80  Federal  Street 
Philasblphia.  Packard   Building 
PrrrsBUBaH,  Farmers  Deirasit  Banli  Building 
Clxtbland,  Guardian  Building 
CsiCAOO,  Marquette  Building 
Cincinnati,  Traction  Building 
Atuanta,  Candler  Building 
Phobnix,  Ahiz.,  Heard  Building 
Daixas,  Tex.,  Magnolia  Building 
Honolulu,  H.  T.,  Castle  &  Cooke  Building 
Portland,  Orb.,  Gaaco  Building 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


WORKS 
Bayonuc,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Detroit,  Ford  Building 

New  Orleans,  344  Camp  Street 

Houston,  Texas,  Electric  Building 

Denver,  444  Seventeenth  Street 

BALr  L.AKB  CiTT,  Kearns  Building 

San  Francisco,  Sheldon  Building 

Los  Anoelbs,  Central  Building 

Sbattlh,  L.  C.  Smith  Building 

Havana,  Cuba,  Calle  de  Aguiar  104 

San  Juan,  Porto  Rico,  Royal  Bank  Building 


inuiiilllliiltlliluiilitiiiHiiiitiiiiitiiiitiiiiiiiitiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiKii iiiiiiiiiiiiiiiiiiiimiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiuMiitMiHiiiiiiiHlliliitiiiiiiiiiiiiiiiiri iiiiitiiiiiiiuiiiiiiiiiriiiiniiriiiiiiiriiiiiiiiriiiiii niiiiiiiiiiniiiiiiiiiiiiilltiiiniiniiuiiiu. 


THE  P.  EDWARD  WISH  SERVICE 

so  Church  St.  Street  Railway  Inspection  131  State  St. 

NEW  YORK  DETECTIVES  BOSTON 


siiiiiiiiiiiiiiiiiiiiiitiiiiiiiitiiuiniiiiiiiiniiuiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiitiiiniiiiiiiiiiiiiiiiiiiniiniiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiit's 


Byllesby 

Engineering  &  Management 

Corporation 

231  S.  La  Salle  Street,  Chicago 
New  York  San  Francisco 


I      Better  Quality  Seats 
i      For  Cars  and  Buses 

3 
^iiiiriiiniiiriiirtiittiiiriiniiiiiiiniiiiiiiriiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiniiitiiuriiiiiiiiiiiiMiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiniKiiimiiiiR 


Hale-Kilburn  Go, 

1800  Lehich  Ave.,  Philadelphia.  Pa. 


When  writing  the  advertiser  for  Information  or 

prices,  a  mention  of  the  Electric  Railway 

Journal  would  be  appreciated. 


I 


SmiiMiiiitMiiniiimiiiiiiiiiiiiniiiiMiiiMiiMiiiiiiiiiiiiiiiiiiiiiiriiiriiiniiiiiiiitiriiiiiiniiiiiiiniiiitiiittiifiiiitiiniiiiiiiiiiiiiiiiiiiiiiiiiii'^ 

I  ILLINOIS  MOTIVE 

EQUIPMENT  COMPANY 

I  ■  J,  D.   Elsom.   President  | 

I  General  Sales  Agent — The  Air  Rectifier  I 

§  District  Representativea  = 

g  Johnson  Fare  Box;      McCloskey  Bomb  Shell  Torch;  = 

i  Cinch  Vertical  Swipe;      Fyr-Fly  Spot  Light  = 

I  35  E.   Wacker  Drive  Chicago,   Illinois  | 

^iiirriiiiuiiiiiiiiiiniiuiiiiuiiMiiitiiiiiniiiMiiiiiithii^MiiriiiiiiiiHiiiMHiMiiiiiniiiriHiiMniiniiiiiiiiiiiMiiiMiiuiiMiiiMiriiiiiniiinir: 

OTHniiiinimiiiiiMiiiiiiittiMiniiifiiiiriiiniiiitiiinMiniiiiiiiiitiiiiiiiiMiiniiiiMiiiMiiriiiuiiimiiiiiiiiiiiuiiiiiiiiMiiiiiitiiiniiiiiiiiiii 

RAIL  JOINTS 


DYNAMOTORS 
WELDING  ROD 


HnmniiimntHiMMMnMiiMutiiimnmiMiimniiiiiiiimimiimmiiiMimiimimiiiiitMiiiiiiMiimiiiiiiiiiimmiiiiiiiinMiHi:;iiiiiiiiiC; 

I   RAIL  GRINDERS  AND 
1  WELDERS 

I  Railway  Track- work  Co.,  Philadelphia 

I  683    I 

^nMnMiiMimiitiiiiMiiMiiiiiiMiniiiiiiiiitiiiMiiMniiiimiiimmiimiMnrMiiMnrinMniMiiiiiiiinriniiiuiiiiiiitiiiirinMiiini^ 

utiiiniitMiitiininiiiniiniiniiiiiiiniiiiiiiiiiiiniiitiiiiiiniiiiiiiiiiiniiiiiiiiriiiiiiitiiiiiiiiiiiriiiitiiniiiiiiitiii[iiiiiiiitiii[iiiniiniiiiiitii: 


UNA  Welding  &  Bonding  Co 
Cleveland.  Ohio: 


^MiiimiiiitiiniiiiiiiiiiiiiiiiiiiitiiiitiiiiniiiiiiiiiiiiniiiitiiiiiiiiniiiniiiiiiiniiiiiiiiniiitiiiiiiiiniiiiiiiHiiiiiiiHiiiiiiiiiiiiitiiiiiiiiui 

iimiHinuiiiiiiiniiiMMinuiM»iiiiiiiiiiiiiiMiiiiiiiiiMiiiitiiiMiiiiiiiiii)iiiiiii)iiiiiinriiiiiiiirtiiiiiiiiiiiiiiiiiiiiii>iiiiiiiiiiiiiiiiiiiiiiii).s 


^iiii iiiiiiiiiiiiiitiiiiiitiiiiiiiiiiiiiiiiiMiiriiiitiiiiiiiiiiiiiiiiiiiiitiiiiiiiriiiriiiiiiiiitiiiiiiiiiiiiiiitiiiiiiiiiiiti'iiiiiitiiiiiiiiiiiiiiitiiitii 

BniiiiiiiuiiniiiiiniiiiiiHiiiiiiiiiimiiiniiiiiiiniiniiiiiiuiiiiiiiiiiiniiiniiniinMiiiiiuiiniiiiiiniiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiif& 

Car  Heating  and  Ventilating        | 

— are    lo    longer   operating    problems.      We  can    ihow   yon  1 

bow  to  take  care  of  botb   wltb  one  eaulpmoit.      The  Peter  — 

Bmltb    Forced    Tentllation    Hot    Air    Heater    wlU    ut«.    Id  = 

addition,   40%   to  60%   of  tba  coat  of  any  other  ear  tiaat-  = 

log  and    reotllatlog   Byatem.      Wrlta  for  detalli.  i 

Ul^        The  Peter  Smith  Heater  Company        i 

I   '^lltllllllllllK^  6209  Hamilton  Ave.,  Detroit,  Mich.  f 

9iMniiHiMiiiiiiiiniiiniiiiiiiniiiiiiiiiiiiiiiiiiiiiii<'riiiiiiiitMiiiiiiiiiiiitiiir)iiiiitiiiiiiiiiiiiiiiiiiiiiMiiiiiiriiirtiiiiiiiiiniiniiiiriiuiiuiiR 
NriiiMimiiiMimiiiiimiiiiiiiiiiiniimiiiiiiiiiiinimiiniiiuiiniiiiiiiiiiiuiiuiiiiiiiiiiiiiiiiiiiiniiniiiiiiuiiitiiiiiiiiiiiiiimiiiiiiitiiiiiii 


Boyerized  Parts: 


Brake  Pins 
Brake  Hangeri 

Brnke  Levers 
Pedestal  Gibs 
Brake  Fulcnims 
Tumbuckles 
Center  Bearing! 
Side  Besringi 

McArthur 


Spring  Post  Bushings 
Spring  Posts 

Bolster      and      Transom  • 
Chafing  Plates  j 

ManBanese  Brake  Heads  I 
Manganese  Truck  Parts  j 
Bushings  I 

Bronze  Bearlngi 
Tumbuckles  I 


Can    be    purchased    throueh    the    following  = 

representatives :  = 

Economy  Electric  Devices  Co.  = 

72  W.  Van  Buren  St..  Chicago.   III.  S 

F.   F.   Dodler.  = 

903   Monadnock  BIdg.,  San  Francisco.  Cal.              = 

W.   F.   HcKenney,  = 

54   First  Street.   Portland.   Oregon.  = 

J.   H.  Denton,  = 

1328   Broadway,   New   York   City.   N.  T.                = 

A.   W.  Arlin.  = 

518   Delta  Bldg.,   Los  Angeles.    Cal.  | 

Bemis    Car    Truck    Company  | 

Springfield,  Mass.  | 

iiiiiimimiiiininmiiiiiiiminiiiiiiniimiiiiiiiitiiiiiuiinMiHiniuiiHiiiiitiiiiiiiiiiiiiiniiitMiiiiiiiinMiiiiHiiniiiiiiuiiiiiiiuiiiiiiiii^ 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 

on  your  equipment 

The  Universal  Lubricating  Co. 

CleTeUnd.  Ohio 

Chiearo    BeprewntatiTM:    jMneaon-BoM   Compang'. 

8im«  Bide. 

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38 


ELECTRIC  RAILWAY  JOURNAL 


December  10, 1927 


inmiiiiiiiiimiHiiimiiiiiiiiiiiiiiiiiMiiniiiniiitniiiiiiiiiiiuriiiiiiitiiitiiiitiiiiiDHiiiiiiitiiiiniiiniiiiiiiiiiimiiii 


Structural  Shapes  •  Steel  Sheet  Piling 

Plates  •  Skelp 

Bars  and  Bar  Mill  Products 

Bands  •  Hoops 

Axles  •  Wrought  Steel  Wheels 

Rails  •   Rail  Joints 

Steel  Cross  Ties 

CARNEGIE  STEEL  COMPANY 

Qeneral Offices  •  Carnegie  Building  •  434  Fifth  Avenue 

PITTSBURGH      .(Oil      PENNSYLVANIA 

1839 

"<""" ' ■niiiiiiiiiiitilliliuiiirniiiniiiinii jiiiii i ii niiiiiiiiiiiiiiiiu > iiiiiiiriiuiiiiiiiiuin 

imiliiiiiiiiiiitlllllitliiHnillliniiiniiiitilliiiiintiiiitt iiiiiiiiiiiiiiiiiiii iriiiriii iiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiittiiir 


£;liltliiiniiiiiiiiiiiinrintllllllllliliiiillllllliuilliliiiiiiiiliiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiniiiiiiimiimtmiiiiiiniitni& 


imui 


LE.  CARBONC 
CARBON  BRUSHES 


a 

fkdHjDTieol 

CirGunfiiusfies  !  I 


Reason  No.  17 

Their  uniform  and  efficient 
commutating  qualities  prevent 
overheating  which  ordinarily 
causes  brushes  to  break  and 
chip.  Flash-overs  are  thus 
avoided  and  commutators  pro- 
tected. 

W.  J.  Jeandron 

Factory  Terminal  BIdg. 
Fifteenth  Street,  Hoboken,  N.  J. 
PlttsbnrKh   Office:   634   WabaHh  Bide. 
Chicago  Office:  1657  Monadnock  Block 
San  Francisco  Office:  525  Market  Street 
Canadian  Distributorii:  I.yman  Tube  &  Supply  Co.,  Ltd. 
Montreal  and  Toronto 


%niiiiiiuiiiiiiuiuiiiiiniiiiiiiiiiiiiiiiiiuiiniiiiiiiuiiiiiiiiiiiiiifiiiiiiiiiiiiiiiiiii[iinitiiiiiiiuiiiiiiiniiiiiiiiiiiiNiiiiiiiiirriiiiiiii[iiiiiiiif 
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COLUMBIA 


Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 
265  Chestnut  St.,  comer  Atlantic  Ave., 
Brooklyn,  New  York 


i  f 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxes  and "  overhead  registers 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  are  increased  IJ  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.     Over  4000  already  in  use. 

When  more  than  two  coins  arc  used  as  fare,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.     Over  50,000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  is  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Each  barrel  can  be  adjusted 
to  eject  from  one  to  five  coins  or  one  to  six  tickets. 


Johnson  Fare  Box  Co. 


4819  Rttoentwood  Avt.,  Chicago,  III. 


iimilllllllllllllllimillllllllllllllllllllliuiil      ^lif riri(tiiniiriiiiiminiiiH-li 


iiiiiiiiiiiiiiniii ■mimiiiiiiiiiiiimiiiiiiiuiHiiiiiiuiimiiiiiiiiiiimiiimuitiiir 


December  10,  1927 


ELECTRIC  RAILWAY  JOURNAL 


39 


Searchlight  Section 

USED  EQUIPMENT  ca,  NEW— BUSINESS  OPPORTUNITIES 

L'NDISPl4ATED — RATE  PER  WORD .                                               INFORMATION:  nlSF-LAyELl— RATK  HEB  INCH: 

„.,.,„     ^  J      ,  ,  ,        .   .  1    to     :t   inches $4. SO    an   Inc!) 

yoiituxu    Honied.    4    cenu    n   •mtti.    minunum  gc^    .\«m(wT»    in    care    of    any    or    our    DUlces  .)   ,„     7   inches                                  4  3(1    an   incli 

75   conn  an  in«ertton.  payable  In  sdrance.                     count   10  words  additional  in  undlsolayed  ads.  «   ,„  14    inches!.'..!.'!!!!!!.'.'    4!l0    an   inch 

Pt/filUinK    Vtieant    and   all    other    dassincations,  Dif^comit  of   10%    if   one   payment  is   made   in  Hates  for  larder  spaces,  nr  yearly  rales,  on  rcfinP''t. 

8  tents  a  word,  minimum  charge  $2.00,                       advance    for    four    consecutlro    loierlions    of  An  (tdveiiUing    iiwh   is    measured  vertically   m 

FropOMls,  40  cents  a  line  an  Inaertion.                              undlsplayert  ads    (not  Including   proposals).  iino  column.  3  columns — 3(l  inches — to  a  pai;e. 


POSITION  WANTED 


THE  public  auction  of  the  Traction  and  Electric 
Light  properties  of  the  Binghamton  Railway 
Company  was  postponed  on  December  1st,  1927  to 
January  5th,  1928  at  2:30  o'clock  P.M.  at  the  offices  of 
the  corporation.  No.  375  State  Street,  Binghamton, 
N.  Y.,  at  which  time  the  property  will  be  sold. 

WILLIAM  H.  RILEY,  Special  Master  to  Sell 

561  O'Ncil  BIdg.,  Binghamton,  N.  Y. 


IIOIMI II ■lltMlllllUIIIMIItllllMMIIIIIIIIIII IIIIIIIIIIIMIIilltMKIMIIMItlillUMIIIIHIIttlllHIIIIIIIMtllHIIIIIIMMIttlltHMIHMMIIIMIllltlMtlt IMtltH<l 


Searchlight 
Results : 

Equipment  For  Sale: 

"Our  advertisement  in  the  Electric 
Railway  Journal  located  a  buyer,  and 
I  have  disposed  of  the  car  in  question." 

President — Buffalo  Industrial  Plant. 

"We  have  disposed  of  all  of  our  Girder 
Rails  advertised  in  your  pat>er.  We  are 
frank  to  tell  you  that  the  material 
went  to  three  different  traction  lines 
and  represents  three  separate  and 
distinct  new  accounts.  Our  idea  is 
that  when  it  comes  to  bringing  some- 
thing to  buyers  in  the  traction  field, 
there  is  but  one  sheet,  and  that  is 
yours." 

Dealer — ^New  York  City. 

"There  is  no  necessity  for  the  con- 
tinuation of  this  advertising,  for 
the  reason  that  we  could  have  sold 
this  equipment  five  times  over  from 
the  advertisement  that  was  run  one 
time." 


Superintendent- 
Railway  Co. 


-A    Pennsylvania 


Positions  'Vacant: 

"The  strongest  proof  that  your  Search- 
light Department  finds  its  way  to  many 
readers  is  shown  by  the  numerous 
letters  we  have  received  in  answer  to 
our  recent  advertisement." 

Secretary — A  Connecticut  Railway  Co. 

"Tou  gave  us  one  good  man  as  a 
result  of  a  similar  advertisement  in 
the  Electric  Railway  Journal  some 
time  ago.     Please  give  us  another." 

Proprietor  of  Steel  Sales  Agency. 


Positions  'Wanted: 

"The  result  of  advertising  in  the 
Searchlight  Section  of  your  Electric 
Railway    Journal    I    have    secured    a 

position   with  The  Traction   Co. 

of  W.  Va." 

"I  received   8   replies   and   accepted   a 

position   with    the   Railway    Co. 

with  over  30%   increase  in  salary." 


ADVERTISING  man  for  city  and  inter- 
urban  electric  railway  in  the  East.  P-63, 
Electric  Railway  Journal,  Tenth  Ave.  at 
36th   St.,   New    York. 


POSITIONS  WANTED 

A  TECHNICALLY  trained  engineer  with 
eleven  years'  experience  studying  sched- 
ules, traffic  conditions  and  operating 
methods,  desires  to  make  a  change. 
VW-ei,  Electric  Railway 'Journal,  1600 
Arch  St.,  Philadelphia,  Pa. 

GENERAL  superintendent  or  manager ;  fif- 
teen years'  successful  experience.  PW-55, 
Electric  Railway  Journal,  Tenth  Ave.  at 
36th  St.,   New  York. 

MAN  with  wide  experience  in  trolley  and 
bus  maintenance  open  for  engagement ; 
references.  PW-64,  Electric  Railway 
Journal,  Tenth  Ave.  at  36th  St.,  New 
York. 

SUPERINTENDENT,  fifteen  years'  experi- 
ence in  city,  interurban  and  bus  trans- 
portation in  foreign  countries  and  United 
States;  can  speak  Spanish.'  PW-68,  Elec- 
tric Railway  Journal,  Tenth  Avenue  at 
36th  St.,  New  York. 

^IIIIHIIIMIItllllliMlllltMIIMIIMIIMI<IMIIIIIMIIMIIIMItMIMIIIIItlllMi:ilMttlM«H(l«(IIHHr^ 

I  WANTED 

MOTORS 

i     14 — Second-hand    Westinphouse    632    S.B: 
1  Motors. 

I     The  Stenbenville,  East  Liverpool  A  Beaver 
I  Valley  Traction  Company 

I  East  Liverpool.  Ohio 


Equipment  Wanted: 


"The  two  insertions  of  this  advertise- 
ment which  you  displayed  in  admirable 
manner  were  sufficient  to  obtain  for 
MB  the  exact  equipment  that  we 
desired." 


Business  Opportunity: 


Su  perln  tenden  t- 
Bailway  Co. 


-A  New  England 


"  Advertisement  for  investment  to 
develop  or  acquire  Traction  Light  & 
Pr.  Thn  results  from  the  advertise- 
ment in  Electric  Railway  Journal  have 
been   satisfactory." 

New  York  City  Attorney. 


iiittiiiiitiiitiiiiiiiitiiiiiiii 


■  llllltllMllllli 


WANTED 


WHEEL  GRINDER 

New  or  second-hand  desired  by  Southern 
property  for  immediate  use:  state  condi- 
tion, manufacturer's  name,  and  price. 

W-69  Electric  Railway  Jo-urnal 
1600  Arch  St..  Phila..  Pa. 


FOR  SALE  I 

15  BIRNEY  SAFETY  CARS  | 

Brill  Built  1 

West.    608   or    G.   E.    264    Motors  i 

Cars  Complete^Low  Price — Fine  Condition  | 

ELECTRIC  ZQUIPMENT  CO.  | 

Commonwealth    Bldff..    Philadelphia.    Pa.  | 


EARCHLIGHT 

ERVICE 

ECURES 

ATISFACTORY 

ALES 


We  buy  entire 
Railways  and 
Power  Plants 


H.  E.  S  ALZBERG 
COMPANY,  Inc. 

225  Broadway        New  York  City 


We  sell 

Street  Railway 

and  Power 

equipment 


■  IIIHIIIIItlllllll 


40 


ELECTRIC  RAILWAY  JOURNAL 


December  10,  1927 


AdvertUinK.  Street  Car 

Collier.   Inc..   Barron  Q. 
Air    Brakes 

General  Electric  Co. 

WeetimrhoOBe  Air  Brake  Co. 
Air   Springs 

Cleveland    Pneumatic    Tool 
Co. 
(Uiebort,  Oar 

Elec    Service  SnpDllei  Co. 

Oeneral  Electric  Co. 

Ohio    Brasb  Co. 

WeetingJiouBe  E.  &  M    Co. 
Armacura  3hoD  Tooli 

Columbia   Machine   Works 

Elec.    Service    SuDtilles    Co. 
Aatomatlo   Retnm   gwltcn 
Standi 

Ramapo  Alax  Corp. 
Antomatle  SafetT  Switch 
Stands 

Samapo  Ajaz  Corp. 
Axles 

Bemls  Car  Truck  Co. 

Bethlehem    Steel   Co. 

BrUl  Co..  The  J.  Q. 

Carnerie  Steel  Co. 

Cincinnati   Car  Co. 

Dlinois  Steel  Co. 

St.  Louis  Car  Co. 

Standard  Steel  Works 

WestinKhouse  E.  &  M.   Co. 
Axles   (Front  &  Rear)   Motor 

Truck  &  Passenger  Car 
Timken-Detroit  Axle  Co. 
Axles,  Trailer  &  Motor  Boa 
Timken-Detroit  Axle  Co. 
Babbitting  Devices 
Columbia    Machine    Works 

&  H.  I.  Co. 
Badges  and  Buttons 
Elec.    Service    Supplies    Co. 
International    Register    Co. 


Batteries,    Dry 

Nlcbois-Llntern  Co. 
Bearings  and  Bearing  Metals 
Bemis   Car  Truck    Co. 
Brill   Co.,    The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine  Works  & 

M.  I.  Co. 
St.  Louis  Car  Co. 
Westinghouse  E.  &  M.  Co. 

Bearings.    Center   and   Boiler 
Side 

Cincinnati  Car  Co. 

Columbia   Machine    Works 

Stuck!  Co..  A. 
Bearings,  Roller 

Tim  ken  Roller  Bearipc  Co. 

Bells  and  Buzzers 
Consolidated   Car  Heating 
Co. 
Bells  and  Oongs 

Brill   Co..    The  J.  Q. 
Cincinnati  Car  Co. 
Columbia  Machine  Works  it 

H.  I.  Co. 
Elec.  Service  Supplies  Co. 
St.  Louis  Car  Co. 

Benders,    Ball 

Railway    Trackwork    Co. 
Body   Material,   Haskellte 
Plymetl 

Haskelite  Mfg.  Corp. 

Bodies,    Bob 
Brill  Co..  The  J.   Q 
Cummfngs  Car  &  Coach  Co. 
Lang  Body  Co. 
St.  Louis  Car  Co. 

Boiler* 
Babcock  A  Wilcox  Co, 

Bolts  &  Nats,  Track 
minols  Steel  Co. 

Bond    Testers 

American  Steel  &  Wire  Co. 

Eflectric  Service  Supplies  Co. 
Bonding     Apparatus 

American  Steel  &  Wire  Co. 

Elec.    Service    Supplies   Co 

Ohio  Brass  Co. 

Railway    Trackwork    Co. 

Cna  Welding  &  Bonding  Ca 

Bonds,    Ball 

American  Steel  &  Wlrs  Co. 

Elec.  Service   Slipplles  Co. 

General   Electric  Co. 

Ohio  Brass  Co. 

Railway    Trackwork    Co. 

Dna  Welding  A  Bonding  Co 

Westinghouse  E.  *  If.  Co. 
Book  Pobllshers 

McGraw-Hill  Book  Co. 
Brackets     and     Cross     Arms 
(See     also     Poles,     Ties. 
Posts,  etc.) 

Bates   Expanded   Steel 
Truss  Co. 

Columbia   Machine   Works 

Elec.    Ry.    Equipment    Co. 

Elec.  Service  Snpolies  Ck). 

General  Electric  (30. 

Hubbard  &  Co. 

Ohio  Brass  Oo. 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric  Railway  Industry 
with  Names  of  Manufacturers  and   Distributors  Advertising  in  this   Issue 


Brake  Adjusters 

Brill   Co..   The   J.  0 
Cincinnati  Car  (To. 
Matiuual  Ky.  Appliance  (3o. 
Westrngbouse   Tr.   Br.   Ca. 

Brake   Shoes 

American  Brake  Shoe  * 
Foundry   (Jo. 

Bemis    Car   Truck   Co. 

Brill    Co..   The  J.   G. 

St.  Louis  Car  Co, 

Taylor  Electric  Truck  Co. 
Brake  Testers 

National  By.  Appliance  (}o. 


Brakes,    Brake   Systems    and 

Brake   Parts 
Bemis  Car  Truck  Co 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia    Machine     Works 

A  M.  I.  Co. 
(General   Electric  Co. 
National    Brake   Co. 
Safety  Car  Devices  Co. 
St.  Louis  Car  Co. 
Westinghouse  Tr.    Br.   Co. 
Brakes,  Magnetic  Ball 
Cincinnati  Car  (3o. 

Brushes.    Carbon 
General  Electric  Co. 
Jeandron.    W.   J. 
LeCarbone  Co. 
Westinghouse  E.  &  H.  Co. 

Bmshholders 

Columbia  Machine  Works 

General  Electric  (3o. 
Bnlkheads 

Haskelite  Mfg.   Corp. 
Bases 

Cummings  Car  &  Coach  Co. 

General  Electric  Co. 
Bus  Lighting 

National  Ry.  Appliance  Co. 
Bushings.    Case    Hardened 
and   Manganese 

Bemis  Car  Truck  Co. 

Brill   Co..  The  J.  G. 

Cincinnati  Car  (ki. 

Columbia     Machine    Works 

St.  Louis  Car  Co. 

Cables     (See    Wires    and 

Cables) 
Cambric    Tapes.   ITellow   and 

Blark   Tarnish 

General  Electric  Co. 

Irvington    Varnish    &    Ins. 
Co. 
Carbon  Brnshes    (See 

Brushes,    Carbon) 
Cor    Lighting    FIxtnrea 

Elec.  Service   Supplies  Co. 
Car   Panel    Safety   Switches 

Consolidated    Car    Heating 
Co. 

Westinghouse  B.  A  M.  Co. 
Car  Steps,  Safety 

Cincinnati  Car  (To. 
Car  Wheels,  Rolled   Steel 

Bethlehem  Steel  Co. 
Cars,  Dump 

Brill    Co..   The  J.   G. 

Differential    Steel   Car    (k>. 

St.  Louis  Car  Co. 

Cars,  Oas-Eleetrle 

Brill  Co..   The  J.  G. 

General  Electric  Co. 

Westinghouse  E.  A  M.  (3o. 
Cars,  Gas,  Rail 

Brill  Co.,  The  J.  G. 

St.  Louis  Car  (k>. 

Cars.    Passenger,    Freight, 
Express,  etc, 
American  Car  Co. 
Brill  Co..  The  J.  G. 
Cincinnati   Oar  Co. 
Cummings  Car  &  Coach  Co. 
Kuhlman  Car  Co..  Q.  C. 
St.  Louis  Car  Co. 
Wason   Mfg.  Co. 
Cars,  Second  Rand 

Electric   Eauipment  (k>. 
Cars.    Self-Propelled 

Brill    Co..   The  J.   G. 
Castings.   Brass   Composition 
or  Copper 
Cincinnati  Car  Co. 
0>lnmbia  Machln*  Works  ft 

M.  I.  Co. 
Castings,    Gray    Iron    and 
Steel 
American  Brake  Shoe  A 
Fdry. 

American  Steel  Foundries 
Bemis  Car  Truck  Oo. 
Columbia  Machine  Works  ft 

M.  I.  Co. 
St.  T.«niB  Car  Co. 
Standard  Steel  Works 


Castings,   Malleable   A   Brass 
American     Brake     Shoe     ft 

Foundry  Co. 
Bemis    Car    Truck    Co. 
Columbia  Machine  Works  ft 

M.  I.  Co. 
St.  Louis  Car  Co. 

Catchers  and   Betrlevers, 
Trolley 

Elec.    Service    Supplies    Co. 
Ohio  Brass   Co. 
Wood  Co..  Chas    N. 
Catenary    Construction 

Arehbold-Brady    (To. 
Ceiling    Car 

Haskelite  Mfg.   Corp. 
Ceilings  Plywood  Panels 

Haskelite  Mfg.   Corp. 
Chairs,  Parlor  Car 

Heywood  Wakefield  Co. 
Change  Carriers 
Cleveland    Fare    Box    Co. 
Electric  Service  Supplies  Co 
Change  Trays 
Cincinnati  Car  Co. 

Circuit-Breakers 

General   Electric  Co. 

Westinghouse  E.  A  M.  Co. 
Clamps    and    Connectors    for 
Wires    and    Cables 

Columbia  Machine  Works 

Elec.    Ry.    EQuipment    (To. 

Elec.    Service    Supplies    Co. 

Hnhbard    A   (To. 

Ohio  Brass  Co. 

Westinghouse  E.  A  M.  (To. 
Cleaners  and  Serapers  Track 
(See      also      Snow-Plows, 
Sweepers  and  Brooms) 

Brill   Co..  The  J.  G. 

Cincinnati    Car    Co. 

St.  Loni"  Car  (To. 

Long  Mfg.   (To. 
CIntohes 

Ooil  Banding  and  Winding 
>Iachincs 

Columbia  Machine  Works  ft 
M.  1.  Co. 

Elec.    Service    Supplies    Co. 

Westinghouse  E.   &  M.  Co, 
Colls,  Armature  and  Field 

Columbia  Machine  Works  ft 
M.  I.  Co. 

(general   Electric  Co. 

Westinghouse  E.  ft  M.  Co. 
Colls.    Choke   and    Kicking 

Elec.  Service   Supplies  Co. 

(General  Electric  (To. 

Westinghouse  E.  ft  M.  Co. 
Coin    Changers 

Illinois  Motive  Equip.  Co, 

Johnson  Fare  Box  Co. 
Coin    Counting    Machines 

Cleveland    Pare    Box    Co. 

Internationa]    Register   Co. 

Johnson  Fare  Box  (To. 

Ooln     Sorting    Machines 
Cleveland    Fare    Box    Co. 
Johnson  Fare  Box  Co. 


Controller     Regulators 

Elec.  Service  Supplies  Co. 
Controlling    Systems 
(General    Electric   Co. 
Westinghouse  E.  A  M.  (To. 
Converters,    Rotary 
General    Electric   (To. 
Westinghouse  E.  ft  M.  Co. 
Copper   Wire 
American   Brass  Co 
American  Steel  A  Wire  Co. 
Anaconda    Copper    Mining 

(To.  ^^ 

Copper      Wire      Instruments, 

Measuring,      Testing      and 

Recording 
American    Brass   Co. 
Anaconda  Copper  Mining  Co. 
Cord.    Bell,   Trolley,   Register 
American  Steel  A  Wire  (To. 
Brill   Co..  The  J.  G. 
Elec.  Service  SuppUes  Co. 
International  Register  Co. 
Roebling's  Sons  Co.,  John  A. 
St.  Louis  Car  Co. 
Samson  Cordage  Works 
Silver  Lake  Co. 

Cord    Connectors    and 
Con  piers 
Elec.  Service  Supplies  (To. 
Samson  Cordage  Works 
Wood  Co..  Chas.   N. 

Cnnplers.  Car 

American  Steel  Foundries 
Brill  Co..  The  J.  G. 
Cincinnati   Car  Co 
St.  Louis  Car  Co. 
Ohio  Brass  Co. 
Westinghouse  Traction 
Brake  (To. 


Coin  Wrappers 
Cleveland    Fare   Box 


Co. 


Commntator   Slotters 

Columbia    Machine    Works 
Elec.    Service    Supplies    Co. 
Westinghouse  E.   A  M.  (To. 
Wood  Co..  Chas.  N. 

Commntators  or  Farts 
Columbia  Machine  Works  ft 
M.  I.  Co. 

(general   Electric  Co. 
Westinghouse  E.  ft  H.  (To. 

Compressors.    Atr 

General  Electric  (To. 
Westinghouse  Tr.  Br.   (To. 

(Tondensers 
General  Electric  Co. 
Westinghouse  E.  ft  If.  Co. 

Condenser  Papers 
Irvington    Tarnish   ft   Ins. 
Co. 

Connectors,    Solderless 
Westinghouse  B.  ft  M.  Co. 

Connectors,  Trailsr  Car 
Columbia   Machine    Works 
Consolidated  Car   Heating 

Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Controllers    or   Parts 
Columbia  Machine  Works  ft 

M.  I.  (To. 
(reneral  Electric  Co. 
Westinghouse  B.  ft  M   Co. 


Cowl   Tentllators 
Nichols-Llutem  Co. 

Cranes.  Hoists  ft  Lifts 
Electric  Service  Supplies  (To. 

Cross  Arms   (See  Brackets) 
Crossing  Fonndatlons 
International  Steel  Tie  Co. 

Crossings 
Ramano  AJax  Corp. 
Wm.  Wharton.  Jr.  ft  Co. 

Crossings,  Frogs  A  Switches 
Ramapo  AJax  Corp. 
Wm.  Wharton.  Jr.  ft  (To. 

Crossings,  Manganese 

Bethlehem   Steel  (To. 

Ramano  Ajax  Corp. 

Wm.  Wharton.  Jr.  ft  Co. 
Crossings,  Track    (See  "rrmok 

Special   Work) 
OoHslngs,  Trolley  • 

General  Electric  Co. 

Ohio  Brass  Co. 

Westinghouse   E.  ft  If.  Oo. 

Cnrtalns  ft  Curtain  Flxtnres 

Brill  Co..  The  J.  G 
Edwards    Co.,    O.    M. 
St.  Louis  Car  Co. 

(Tutting  Apparatus 
Electric    Railway    ImproTO- 

ment 
General  Electric  Co. 
Ohio  Brass  Co. 
Railway  Trackwork  Co. 
Dna  Welding  A  Bonding  Co. 
Westinghouse    Electrical    ft 
Mfg.  Co. 

Dealer's  Machinery  ft  Second 
Hand    Ennlpment 
Electric  Equipment  (To. 
Salzberg,  Inc.._H.  E. 
Derailing   Devtcss    (See   also 
Track   Work) 

Derailing  Switches 
Ramano  Alax  Corp. 

Destination  Signs 
(Tolnmbta  Machine  Works  * 
M.  I.  Oo. 

Elec.  Service  Supplies  Co. 

Detective  Service 

Wish-Service.   P.  Edward 
Door  Operating  Dertees 

Brill    Co..   The  J    O. 

Cincinnati  Car  (To. 

Consolidated  Car  Heating  Co. 

National  Pneumatic  Co. 

Safety  Car  Devices  Co. 

Doors  A  Door  Fixtures 

Brill   Co..  The  J    G. 
Cincinnati  Car  Co. 
Edwards    Co..    O.    M. 
Hale-Kllhum  Co. 
St.  Louis  C--  Co. 


Uoars.   Folding    TestlbUo 

Nikuonal  Pneumatic  (To. 

Safety  Car  Devices  Co. 
Drills.    Track 

American  Steel  ft  Wire  (To. 

Electric  Service  Supplies  Co. 

Ohio  Brass  Co. 
Dryers,  Sand 

Electric  Service  Supplies  Co. 

Ohio  Brass  Co. 

Westinghouse  E.  ft  M.  Co. 
Ears 

Columbia    Machine   Works 
ft  M.  I.  Co. 

Electric  Service  Supplies  Co. 

General  Electric  (To. 

Ohio   Brass   Co. 

Westinghouse  E.  ft  H.  (To. 
Electric  Grinders 

Railway  Trackwork  (To. 

Electric  Rivet  Heaters 

American  Car  &  Fdry.  Co. 
Electrical   Wires  and  Cables 

Amer.  Electrical  Works. 

American  Steel  ft  Wire  (To. 

John  A.  Roebling's  Sons  Co. 
Electrodes.  Carbon 

Railway  Trackwork  Co. 

Una  Welding  A  Bonding  Co. 

Electrodes,  Steel 
Railway  Trackwork  Co. 
Una  Welding  A  Bonding  Co. 

Enamel 
Du    Pont    de    Nemours    ft 
Co..  E.  I. 

EngTneers,    ConsoltinK,    Coo- 
tracting   and    Operating 

Becter.  John  A. 
Byllesby  Co..  H.  M. 
Dfty    A    Zimmermann.    Inc. 
Falle  A  (To..  E.  H. 
Ford,  Bacon  A  Davis 
Hemphill  A  Wells 
Holel.   Engelhardt  W. 
Jackson.    Walter 
Kelker   A   DpLptiw 
Linn  A  Marshall  (To. 
McCletlan  &  Junkersfeld 
Richey,  Albert  8 
Sanderson  A  Porter 
Stevens  &  Wood 
Stone  A  Webster  (To. 
White  Eng.  Corp..  The  J.  9 

Kngtnes,   Gas,    Oil   or   Steam 

Westinghouse   E.    A  M.  Co 
Exterior  Side  Panels 

Haskelite  Mfg.   Corp. 
f'are  Boxes 

Cleveland  Fare  Box  (To. 

Illinois  Motive  Equip.  (To. 

Johnson  Fare  Box  Co. 

Percy  Mfg.  (To. 

Fare  Registers 

Electric  Service  Supplies  (To 
Johnson  Fare  Box  (To. 

Fences,  Woven  Wire  A  Fenes 
Posts 
American  Steel  ft  Wire  (To. 

Fenders  and  Wheel  Ooards 

Brill  Co..   The  J.  G. 

Cincinnati  Car  Co. 

Consolidated  Car  Fender  Co 

St.  Louis  Car  Co. 

Star  Brass  Works 

Wood  Co..  (Thas.  N. 
Fibre  and  Fibre  Tublns 

Westinghouse  E.  ft  M.  Co. 
Field  CoUs  (See  ColU) 
Fire  Extinguishers 

Pj'rene  Mfg.  Co. 

Floodlights 
Electric  Service  Supplies  Oo 
General  Electric  Co. 

Floor,  Sub 

Haskelite   Mfg.    Corp. 
Floors 

Haskelite  Mfg.   Corp. 
Forgtngs 

Brill  Co..  The  J.  O. 

CTlncinnatl  Car  (To. 

Standard  Steel  Works 
Frogs  A  Cnassings,  Tee  Ball 

Bethlehem  Steel  Co. 

Ramapo  AJax  Coi*p. 

Wm.  Wharton.  Jr.  ft  (To. 
Frogs,     Track      (See     Tlsek 
Work) 

Frogs.    Trolley 
Electric  Service  Supplies  (To 
General  Electric  Co. 
Ohio  Brass  Co. 
Westliurhouse  B.  ft  M.  Co. 

Fuses  and  Fnse  Boxes 
(Tolumbia  Machine  works  ft 
M.  1.  Co. 

Consolidated  Car  Heating  Co. 
General  Electric  Co, 
Westinghouse  E.  A  M.  Co 
Gas  Electric  Drive  for  Bases 
General  Electric  (To. 
(Continued  on  page  42) 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


41 


amiiiiimiirMiiitiiiiMiiiiMiiiiiiiiiiiiMiiiMiiiiiiiiiiiiiiiiiiiiiiiiiitiiirniir iiiitiiiriiiit ))llllllmllltIllllllllllltlllllltllllllllllrlll1•^:      -;""" 


IMIMMMMIIIMIIIIIIIIIIIIIIttlllllllllllllMIHIIIIIIItllllnlHMIIIIMIIMIIIHtlMIIIIIIMHIII'' 


I  TISCO 

\  MANGANESE  STEEL 

I        SPECIAL  TRAGKWORK 


STANDARD 


Wharton   Tisco  Manganese  Steel  Trackwork 
will  help  you  hold  the  up-keep  down. 


WM.  WHARTON  JR.  &  CO.,  Inc. 

Easton,  Penna. 


TiiiiiiiiiiiiiiiiiMiniiiJMiirriiiiiiiJiiiiiiMJiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiJiiiiiiiiiiimiiiijiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiijjiiiJiiiur; 


^iiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiMiiMiiiiiniiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiriiiiiiiiiiiiiiiniiiniiniiiir 

=  B.  A.  HEGEMaN.  Jr.,  Pre<ldent         H    A.  HEOEMAN,  First  Vice  Pren.  mil  Trein 

i  F.  T.  SARQENT.  Secretir;            W.  C.  PETERS.  Vlc»-Prei.  8«le«  iDd  EnglDeerlnf 

I  National  Railway  Appliance  Co. 

I  Graybar    Bulldlcs,    420    Lexintton    Ave.,    New    York 

I  BRANCH    OFFICES 

I  Mursey  Bids..  Washingrton,  D.  C.              100  Boylston  St..  Boston.  Mass. 

i  Hegeman-CaBtle  Corporation,  Railway  Exchange  Buildinj.  Chicago,  111. 


RAILWAY  SUPPLIES 


Tool    Steel   Gears   and   Pinions 
Anglo-American     Varmsh     Co.. 

Varnishes,   Enamels,   etc. 
National   Hand  Holds 
Genesco  Paint  Oils 
Dunham    Hopper    Door    Device 
Garland   Ventilators 
Walter  Tractor   Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.   Pitt  Spring  &  Mfg.  Co.. 

Springs 


Flaxlinum  Insulation 

Economy  Electric  Devices  Co. 

Power   Saving  and  Inspection 

Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers. 
Gong  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry  Automotive  Brake 
Testing  Machine 


Black 

Varnished   Silk, 


and 
Varnished   Cambric, 


I 

Yellow  I 

Varnished   Paper    | 


I  Irv-O-Slot   Insulation                       Flexible  Varnished  Tubing  | 

I  Insulating  Varnishes  and  Compounds  I 

I  Irvington  Varnish  8C  Insulator  Co.  | 

I  Irvington,  N.  J.  | 

I  Sales  Representatives:  § 

I  Mitchell-Rand  Mf».  Co.,  N.  T.           Prehler  Brothers  Inc.,  Chtcaco  I 

=  E.  M.  Wolcott.  Rocheater                   White  Supply  Co.,  3t.  Louis  = 

i  I.  W.  Lerine.  Montreal                       Clapp  It.  LaMoree.  Loe  Anreles  = 

1  A.  I<.  GiUiee,  Toronto                         Martin  Woodard,  Seattle  i 

i  ConsumerB*  Rubber  Co..  Cleveland  = 

^niiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiniiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiUR 


^lllllillinriliiiiiiiiiiiiriiiiiiiiiiiniriiiiMiitiiiiiiiiiiiiitMiiiiiiiiiiiiiiiniiiiMiiliiiiiiiiiiiiitMiiiiiiriiiiiiiililiriliKllflinilllillllrliililliiiin      ~' 
niiiiiiiiiiiiiiiiiiiuiiiiiiiiiiniiiiiiriiiiiiiiriiiitiiitiiiitiintiitiiiiiiiiiiiiiiiiiiniiniiiiiiiiniiiiiMuiiirlliniiniilliliniiiiiiiiiiHiiiitiiiiiiiic.      ? 

I         Kalamazoo  Trolley  Wheels         |  j 

I  The  value  of  Kalamazoo  Trolley 

I  Wheels    and    Harps    baa    been 

I  demonstrated  by  large  and  small 

I  electric    railway    systems    for    a 

I  period    of   thirty   years.      Being 

I  exclusive     manufacturers,     with 

I  no  other  lines  to  maintain,  it  is 

I  through  the  high  quality  of  our 

I  product  that  we  merit  the  large 

I  patronage  we  now  enjoy.    With 

I  the   assurance   that  you   pay   no 

I  premium    for    quality    we    will 

I  appreciate    your   inquiries. 

I  THE  STAR  BRASS  WORKS 

I  KALAMAZOO.  MICH.,  U.  S.  A. 

^miiiHiiiniiinriiiiiiiinMiniiiiniiHiiiiiiiiiiiiiiiiiiniiiiiiiitiiiiriiiniiiitiiitiiiniiiiiMiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiniiniiiiiiiiiiiiiiB 

aniiiiuiiniEinMnnMiihinitiiiiiiiiirii!iiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiitiiiiiiiiiiiniiiiiMiiiiiiiriiiiMiiiiiiiiiiiiiMitii<iMiitiiirtiiiiiiiiiiii'^ 

j  THE  WORLD'S  STANDARD  \ 

I  "IRVINGTON" 


Steel  Ifl^Sf^l  Springs 

Arma-l-u re  Shafts 
Rolled  Sfeel  Wheels 

STANDARD  STEELWORKS  COMPANY 

PHILADELPHIA,  PA. 

BRANCH    OFFICES 

CHICAGO    NEWYORK    PORTLAND   SAN  FRANCISCO   STLOUIS 

PITTSBURGH  HOUSTON    RICHMOND  STPAUL  MEXICO  CITY 

works:  burnham,pa. 


HniMiimnmrMiiiiniiiiiiiimiiiiMiiiiiiiiiniiiiiiniiiniiniiiiMJimMmiiiiiiinmiiiiiiiMiiinimimniiiimimiiiiiiiinin 

Lorain  Special  Trackwork 
Girder  Rails 

Electrically  Welded  Joints 
THE  LORAIN  STEEL  COMPANY 


Johnstown,   Pa. 
Salem    OffietB : 


Atlanta 


Chicago 


Naw  York 
Dallaa 


Seattle 


Cleveland 
Philadelphia  Pittsburfh 

I~  Pacific  Coast  Representative: 

United  State!  Steel  Producta  Companr 
s     Loa  Angelea  Portland  San  Franciaco 

1  Export  Representative!  I 

I  United  Statea  Steel  Producta  Company,  New  York,  N.  Y.  | 

^illlltllluillillllllltlliliiiiiriiilllillllliriliilliiiMuuiliuuiuutumiuiiiiiiiltiiitilllliiiiiiiiiiiiiiiiiiiiiriiniiiHiiiiiiirilllliltiiliiiilluiuB 

uiiiiiiiiiiriiiiiiiiiiiiiiiuiiiiiiiniiuiiJiiiiiiriiiiiiijriiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiniiniiiriiiriiiiMiiiiiniiiiiiiuiiiiiiiiiiiiiiiiiii 

I  ELRECO  TUBULAR  POLES 


r«CD  JOINT 


COMBINE 


I    Lowest  Cost 

I    Least  Maintenance 


Lightest  Weight 
Greatest  Adaptability 


I  Cataloc  complete  with  enitneerlnr  data  lent  on  reqtuat.  | 

I  ELECTRIC  RAILWAY  EQUIPMENT  CO.  I 

I  CINCINNATI.  OHIO  | 

I  Mew  York  City,  30  Chnrch  Street  I 

&miiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiitiiiiiiiiiiiiinMiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiinii(iiiiitiii(iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiujuif 


42 


ELECTRIC  RAILWAY  JOURNAL 


December  10, 1927 


"wSS^ho""  Tr.  Br.  Co. 
Ov  Prodocerj  _     .    „    „. 

WeslinghouBe  B    *  «■  Co 

Gates.  Car 

BrtU  Co..  The  J.  Q- 

Cincinnall  Car  Co. 

St.  LouW  Car  Co. 
OesT  Blanks 

aiJfesTSS^o% 

E^canc^rTlceStiPPUe.Co 
WeBlinghoase  B.  *  ».  t^- 

Gears  and  Plnlo"  „„ 
^S|b|;M^.SSS.*^ork.  . 

Electric  Service  Supplies  Co 
General  Electric  Co. 
Nai  1  Ky,  Appliance  Co. 
B.  D.  Nuttall  Co.         _,„,„ 
Tool   Steel   Gear   &  Pinion 
Co. 

Generators 

General  Electric  Co. 
WeeUiiKhouge  E.  *  JI.  I/O. 

Girder  BaUs 

Betblebem  Steel  Co. 

Lo'ain  Steel  Co. 
Goncs  (See  BelU  and  Goii«s) 
Greases   (See  Uibri«Mts) 

Grinders.   Portable 

Bailwa;  Trackwork  Co. 
Grinders.  Portable  Bleetrie 

Railway   TracKworli  Co. 
Orlndinl    Bricks  and    Wheels 
Bailway  Trackwork  Co. 

Gaard  Ball  Ctempa 

Bamapo     Ajax    COTP. 

Guard   Ralls,   Tee  Ball  * 

Manganrse 
Bamapo  Ajax  Corp. 
Wm.  Wbarion.  Jr.  *  Co. 

Onards,   Trolley  „  .  n., 

Elec.  Service  Supplies  Co. 
Obio    Brass    Co. 

Hurps,  Trolley 

Columbia  Machine  Works 
Elec.   Service   Supplies   CO. 
E.  D.  Nuttall  Co. 
Star  Brass  Works 
Hendlitrbts 
Elec.   Service  Supplies  (X>. 
General    Electric    Co. 
Ohio    Brass   Co. 
St.  Louis  Car  Co. 

Beadlinlng  ™     w.  «. 

Columbia  Machine  Works  a 
M.   I.  Co. 

Haskelite  Mfr-   Corp. 
Heaters,   Bos 

Nicbols-Llntern  C!o. 

Heaters,    Car    (Electrie) 

Consolidated  (3ar  Heating  Co. 

Gold   Car    Heat.   4   Ltg.   C!o. 

Railway  Utility  (3o. 

Smith  Heater  Co..  Peter 
Heaters,  Car.  Hot  Air  and 
Water  „       „  . 

Smith  Heater  O..  Peter 

Heaters,   Or   Stove 
Smith   Heater   Co..  Peter 

Heaters.    Electric    Rivet 
American  Car  &  Pdry.  Co. 

Helmets,  Welding 

Railway   Trackwork  Co. 

Dna  WeldinB  &  Bonding  Co. 
HoisU   A   lift*  _     ^     . 

Columbia  Machine  Works  & 
M.  I.  Co. 

Hose,   Bridges 
Ohio  Brass  Co. 
Hose,  Pnenmatle 

Westinghouse    Traction 

Brake  Co. 
Instraments,     Measurinff. 

Testing   and    Recording 
American  Steel  4t  Wire  Co. 
(general    Electric   Co. 
National  By.  Applianc*  Co. 
Westinghouse  E.  &  M.  Co. 

lasalatlng  Cloth,  Paper  and 
Tape 

General  Electric  Co. 
Inrington  Varnish  A  Ins. 
Co. 
Okonlte  Ck>. 

Okonite-Callender  Cable  C!o. 
Westinghouse  E.  A  M.  Co. 
Insnlntlng   Silk 
Irvington  Varnish  A  Ins. 
C!o 

fnvalntlng  Tarnishes 
B.  I.  Du  Pont  de  Nemom 

Co. 
Trvmgton  Vamlsh  A  Ins. 

Co. 


Insulation   (See  also  Paints) 

Electric  By.  Egiupment  Co. 

Elec.  Service  Supplies  Co. 

Irvington  Varnish  &  Ins. 
Co. 

Okonlte  Co. 

Okonite-Callender  Cable  Co. 

Westinghouse  E.  &  M.  Co. 
Insnlatlon  Slots 

Irvington  Varnish  A  Ins. 
Co. 

Insulator  Fins 

Elec.  Service  Supplies  Co. 

Hubbard    &    Co. 

Ohio  Brass  Co. 
Insnlators    (See  also  Line 
Materials) 

Elec.   By.  Equipment  Co. 

Elec.  Service  Supplies  C^. 

(^neral   Electric   Co. 

Irvington  Varnish  A  Ins. 
Co. 

Ohio   Brass  Co. 

Westinghouse  B.  A  IC.  Co. 
Interior   Side    Linings 

Haskelite  Mfg.   Corp. 

Jacks   (See  also  Cranes. 

Hoists  and    Lifts) 

Blackhawk  Mfg.  Co. 

Columbia  Machine  Works  A 
M.  I.  Co. 

Elec.  Service  Supplies  Co. 
JolnU.   Rail 

(See  RaU  Joints) 
Journal  Boxes 

Bemls  Car  Truck  (^. 

Brill  Co..  The  J.  O. 

Cincinnati  Car  Co. 
.  St.  Louis  Car  Co. 
Lacquer 

Du    Pont   de    Nemours    & 
Co.,  E.  I. 

Lamp  Guards  and  Fixtures 

Elec.  ftervice  Supplies  Co. 

Westinghouse  E.  A  M.  Co. 
Lamps.    Arc    A    Incandescent 
(See  :ilso  HeadllghM) 

General   Electric  Co. 

Westinghouse  E.  A  M.  C!o. 
Lamps,  Signal  and  Marker 

Elec.   Service   Supplies  (3o. 

Nlchols-Llntem  Co. 
Lanterns,  Classlfleatlon 

Nlchols-Llntem  Co. 
Letter    Boards 

Cincinnati  Car  Co. 

Haskelite   Mfg.    Corp. 
Lighting  Fixtures.  Interior 

Electric  Service  Supplies 
Co. 

Lightning  Protection 

Elec.   Service    Supplies   Co. 

General    Electric    <^o. 

Westinghouse  E.  A  M.  Ck>. 
Line  Material   (See  also 
Brackets,  Insulators, 
Wires,   etc.) 

Archbold-Brady  Co. 

Electric  Ry.  Equipment  C!o. 

Elec.   Service  Supplies  Co. 

General  Electric  <3o. 

Hubbard   A  Co. 

Ohio   Brass  Co. 

Westinghouse  E.  A  M.  (^. 
Locking  Spring  Boxes 

Wm.    Wharton,   Jr.   A  Co. 

Locomotives,     Electrie 

Cincinnati   Car  Co. 

Cummings  Car  A  Coach  Co. 

General   Electric  Co. 

St.  Louis  Car  Co. 

Westinghouse  E.  A  M.  Co. 
Lobrlcating  Engineers 

Universal  Lubricating  0>. 
Lnbrlcants,  Oil  and  Grease 

Universal   Lubricating   Co. 

Manganese  Parts 

'ieniis  Car  Truck  Co. 
Manganese  Steel  Guard  Balls 

Ramapo  Ajax  Corp. 

Wm.  Wharton  Jr.  A  CS). 
Manganese     Steel,    Bpeelal 
Track  Work 

Bethlehem    Steel   Co. 

Wm.   Wharton.  Jr.   A  Co. 
Manganese  Steel  Switches. 
Frog(«   and   Crossings 

Bethlehem   Steel  Co. 

Ramapo   Ajax   Corp. 

Wm.  Wharton.  Jr.  A  Co. 
Meters  (See  Instruments) 
Mirrors,  Inside  A  OotaUe 

Cincinnati  Car  Co. 
Motor  Buses    (See  Buses) 
Motors,  Electric 

General    Electric   Co. 

Westinghouse  E.  A  M.  (^. 
Motor,  Generators  A  Controls 
for  Electric   Bases 

(Seneral  Elp*?lric  Co. 
Motorman's    Seats 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  (k>. 

Elec.   Servif>e  Sunnlios  (3o. 

Heywood  Wakefield  (3o. 

St.  Louis  Car  Ck>. 

Wood  CO.,   Chas.   N. 


Nuts  and  Bolts 
Bemis  Car  Truck  Ck>. 
Cincinnati  Car  Co. 
Hubbard  A  Co. 
Oils    (See  Lubricants) 
Omnibuses    (See   Buses) 
Oxy-Acetylene    (See   Cutting 

Apparatus) 
Packing 
Westinghouse   Traction 
Brake   Co. 
Paints    and    Varnishes 
(Insulating) 
Elec.   Service   Supplies  (3o. 
Irvington  Varnish  &  Ins. 
Co. 
Paints  A  Varnishes.  Preserr- 
ative 
E.  L  Du  Font  de  Nemours 
Co. 
Paints  A  Varnishes,  Railway 
E.  L  Da  Pont  de  Nemours 

Co. 
National  By.  Appliance  Co. 
Panels,  Outside,  Inside 
Haskelite  Mfg.  Corp. 
Paving  Material 
American  Brake  Shoe  A 
Fdry. 
Pickup,   Trolley   Wire 
Elec.    Service    Supplies    Co. 
OUo  Brass  Co. 
Pinion   Pullers 
Elec.  Service  Supplies  Co. 
Wood    Co..    Chas.    N. 
Pinions    (See   Gears) 
Pins,   Case   Hardened,   Wood 
and    Iron 
Ohio  Brass  Co. 
Westinghouse    Traction 

Brake  Co. 
Pipe  Fittings 
Standard   Steel   Works 
Weslmgbouse  Tr.  Brake  Co. 
Planers    (See  .Machine  Tools) 
Plates  for  Tee  Kail  Switches 

Ramapo    Ajax   Corp. 
Pliers,  Rubber  Insulated 

Elec.    Service    Supplies   Co. 
Plywood   Roofs,   HeadUnlngs. 
Floors,    Interior    Panels. 
Bulkheads.  Truss   Planks 
Haskelite    Mfg.    Corp. 
Pole  Line   Hardware 
Bethlehem   Steel    Co. 
Elec.   Service   Supnlies  C3o. 
General  Electric  Co. 
Ohio    Brass    Co. 
Pole    Reinforcing 
Hubbard  A  Co. 
Poles.    .Metal   Street 
Bates  Expanded  Steel 

Truss  Co. 
Elec.   Ry.  Equipment  Co. 
Hubbard  A  Co. 
Poles,   Ties,   Posts,   Piling   A 
Lumber 
Bell  Lumber  Co. 
Naugle    Pole  A  Tie  Co. 
J.  F.  Prettyman  A  Son 
Poles  and  Ties,  Treated 
Bell   Lumber  Co. 
J.  F.  Prettyman  A  Son 
Poles,  Trollej 
Eleo.  Service  Supplies  (3o. 
R.  D.  Nuttall  Co. 
Poles.  Tubular   !<teel 
Elec.  Ry.   Equipment  Co. 
Elec.  Service  Supplies  Co. 
Portable   Grinders 

Bailway  Trackwork  (3o. 
Pot  heads 
Okonlte    Co. 

Okonite-Callender  Cable  Co., 
Inc. 
Power    Saving    Devices 
National  Ry.  Appliance  Co. 
Pressings,  Special  Steel 

(Tineinnatl    Car   Co. 
Pressure  Kegulators 
General   Electric    Co. 
Westinghouse  E.  A  M.  0>. 
Westinghouse     Traction 
Brake  Co. 
Punches.  Ticket 
International    Register    Co. 
Wood  Co..  CTbas.   N. 
Pyroxylin  Finishes 
Du    Pont   de   Nemours    A 
Co..  E.  1. 
Radiators 

Long  Mfg.  Co. 
Rati    Braces    and    Fastenings 

Ramapo    Ajax   Corp. 
Ball  Grinders   (See  Grinders) 
Rail   Joints 
Carnegie  Steel  Co. 
Illinois  Steel  Co. 
Rail  Joint  Co. 
Rail  Joints,   Welded 

Lorain  Steel  (^. 
Rail   Welding 
Railway  Trackwork  Co. 
Una  Welding  A  Bonding  Co. 
Ralls.  Steel 
Carnejrie   Steel  C3o. 
nUnols  Steel  Co. 
Railway    Safety   Switches 
Consolidated  Car  Heating 

Co. 
Westinghouse   E.    A   M.   C^. 


Rattan 

Brill  Co..  The  J.  G. 
Cummings  Car  A  Coach  Co, 

Elec.    Service    Supplies   l^. 

Hale-Kllburn  Co. 
Heywood  Wakefield  Co. 
St.   Louis  Car  i)o. 
Registers   and    Fittings 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Elec.   Service  Supplies  (3o. 

International    Register   Co. 
St.  Louis  Car  Co. 
Reinforcement,   Concrete 
American  Steel  A  Wl^  Oi. 

Bethlehem   Steel  Co. 

Carnegie  Steel  (To. 
Repair  Shop  Appliances   (See 
also    Coil    Banding   and 
Winding   Machines) 

Elec.    Service   Supplies   Co. 
Repair    Work    (See   also 
Colls) 

Westinghouse  E.  A  M.  Co. 
Replacers,   Car 
Cincinnati  Car  Co. 

Elec.  Service  Supplies  Co. 
Resistances 

Consolidated  Car  Heating 
Co. 

(Jeneral  Electric  Co. 
Resistance,  Wire  and  Tube 

Westinghouse  E.  A  M.  Co. 
Retrievers,   Trolley    (See 
Catchers  and  Retrievers 
Trolley) 
Rheostats 

General    Electric   Co. 

Westinghouse  E.  A  M.  Co. 
Rivet  Heaters,  Electrie 

American  Car  A  Fdry.  Co. 
Roofing,   Car 

Haskelite  Mfg;,  Corp. 
Roofs.  Car  and  Bus 

Haskelite  Mfg.   Corp. 
Safety  Control  Devices 

Safety  Car  Devices  Co. 
Sanders,    Track 

Brill  Co.,   The  J.  G. 

Elec.    Service    Supplies   Co. 

Nlchols-Llntem  Co. 

Ohio    Brass    Co. 

St.  Louts  Car  Co. 
Sash    Fixtures,   Car 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Edwards    Co..    O.    M. 

St.  Louis  Car  Co. 
Sash.   Metal  Car  Window 

Edwards    Oj.,    O.    M. 

Hale-Kilburn    Co. 
Scrapers.    Track    (See    Clean- 
ers   and    Scrapers,    Track) 
Screw  Drivers,  Rubber 
Insulated 

Elec.   Service  Supplies  Co. 
Seating  Materials 

Brill    Co..    The    J.    G. 

Haskelite  Mfg.   Corp. 

Heywood  Wakefield  Co. 

Massachusetts  Mohair 
Plush  Co. 

St.  Louis  Car  Co. 
Seats,    Bus 

Brill  Co..  The  J.  G. 

Hale-Kilbum    O.. 

Heywood  Wakefield  Co. 

St.  Louis  Car  Co. 
Seats,  Car   (See  also  Kattan) 

Brill   Co..  The  J.  G. 

Cincinnati  Car  (To. 

Hale-Kilhum    Co. 

Heywood  Wakefield  Co. 

St.  Louis  Car  Co. 

Second    Hand    Equipment 

Electric   Equipment   Co. 

Salzbcrg.  Inc..  H.  E. 
Shades,    Vestibule 

Brill    Co..    The    J.    G. 

Cincinnati  Car  Co. 
Shock  .\bBOrber8 

Cleveland    Pneumatic    Tool 
Co. 
Shop  Tools 

Blackhawk  Mfg.  Co. 
Shovels 

Brill    Co..   The   J.   Q. 

Hubbard   A  Co. 
Shovels,    Power 

Brill   Co..   The   J.   G. 
Side   Bearings    (See    Bearings 

Center    and    Side) 
Signals,    Car    Starting 

Consolidated    Car    Heating 
Co. 

Elec.  Service  Supplies  (^. 

National   Pneumatic  Co. 

Signals,   Indicating 

Nlchols-Llntem  Co. 
Signal    Systems,    Block 
Elec.  Service  Supplies  Co. 
Nachod  and  United  States 

Electric   Signal   Co. 
Wood  Co..  Chas.   N. 
Signal   Systems,  Highway 
Crossing 
Nachod  and  United  States. 

Electric    Signal    Co. 
Wood  Co..  Chas.   N. 


Slack    Adjusters    (See    Brake 

Adjusters) 
Sleet   Wheels  and   Cutters 
Cincinnati  Car  Co. 

Columbia  Maclilne  Works  A 
M.  L  Co. 

Elec.  Ry.   Equipment  Co. 

Elec.   Service  Supplies  Co. 

B.  D.  Nuttall  Co. 
Smokestacks,    Car 

Nichols-Lintem    Co. 
Snow    Plows 

National  Ry.  Appliance  Co. 
Snow-Plows,  Sweepers  and 
Brooms 

Brill   Vu..   The   J.   G. 

Columbia  Machine  Works  A 
M.  I.  Co. 

Consolidated  Car  Fender  Co. 

Cummings  Car  &  Coach  Co. 

St.  Louis  Car  Co. 
Snow  Sweeper,  Rattan 

J.  G.   Brill  Co. 

Heywood  Wakefield  Co. 
Soldering    and    Bruxing 
Apparatus   (See  Welding 
Processes   and    Apparatus) 
Special    .Adhesive    Papers 

Irvington   Varnish   A  Ins. 
Co. 
Special    Trackwork 

Bethlehem   Steel   Co. 

Lorain    Steel    Co. 

Wm.  Wharton.  Jr.  A  Co. 
Spikes 

American  Steel  A  Wire  Co. 

Illinois  Steel  Co. 
Splicing  Compounds 

Westinghouse  E.  A  M.  (^. 
Splicing  Sleeves    (See  Clamps 

and    Connectors) 
Springs 

National  Ry.  Appliance  Co. 
Springs.   Car   and    Trnek 

American  Spiral  Spring  Co. 

American  Steel  Foundries 

American  Steel  A   Wire  Co. 

Bemis   Car  Truck  C^. 

Brill    Co..   The   J.   G. 

Cincinnati  Car  Co. 

St.  Louis  Car  (^. 

Standard  Steel  Works 
Sprinklers,    Track    and    Boad 

Bril:   Co..  The  J     G 

Cummings  Car  A  Coach  Co. 

St.  Louis  Car  Co. 
Steel   and    Steel    Products 

American  Steel  A  Wire  Co. 

Carnee-ie   Steel   Co. 

Illinois  Steel  Co. 
Steps,    Car 

Brill    Co..    The    J.    Q. 

Cincinnati  Car  Co. 

Stokers.  Meehaniesl 

Babcock    A    Wilcox    Co. 

Westinghouse  E.  A  M.  Co 
Stop  Signals 

Nichols-Lintem  (3o. 
Storage    Batteries    (See    Bat- 
teries.  Storage) 
Strain   Insulators 

Elec.    Service    Supplies    Co. 

General  Electric  Co. 

Ohio    Brass    Co. 

Westinghouse  E.  A  M.  (}o. 

Strand 
American  Steel  A  Wire  Co. 
Roebling's   Sons   Co..  J.   A. 
Street   Cars    (See   Cars. 
Passenger.   Freight, 
Express  > 

CTummings  Car  A  Coach  Co. 
Snperheaters 
Babcock  A  Wilcox  Co. 
Sweepers.    Snow    (See    Snow 
Plows,    Sweepers    and 
Brooms) 
Switches 

General  Electric  Co. 
Switch   Stands   and   Fixture* 

Kamapo-.ljax  Corp. 
Switches,  Selector 

Nichols-Lintem  Co. 
Switches    and    Switchboards 
Consolidated  Car   Heating 

Co. 
Elec.    Service    SuppUes  Co. 
Westinghouse  E.  A  M.  Co. 
Switches,   Tee    Ball 
Ramapo-Aiax    Corn. 
Switches,  Track    (See  Track 
Special    Work 

Tampers,    Tie 

Railway  Trackwork  Co. 
Tapes  and   (Hoths    (See  Insu- 
lating  Cloth,   Paper   and 
Tape)  .    „     .^ 

Tee  Rail  Special  Track  Work 

R.'tmapo-Aiax   Corp. 
Telephones  and  Parte 

Elec-    Service   Supplies   Co 
Telephone  A  Telegraph  Wire 
American  Steel  A  Wire  Co 
American   Telephone    and 

Telegraph   Co. 
John   A.  Roebllngs  Sons  Co. 
(Continued  on  page  iS) 


December  10, 1927 


ELECTRIC  RAILWAY  JOURNAL 


43 


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I  "The  Standard  for  Rubber  Insulation" 

I    INSULATED  WIRES 
and  CABLES 

I  "Okonite""Manson"  and  Dundee  "A"  "B"  Tapes 

I  Send  for  Handbook 

I  The  Okonite  Company 

I  The  Okonite-Callender  Cable  Company,  Inc. 

I  Factories,  Passaic,  N.  J.                   Paterson,  N.  J. 

I     Bale*   Omcet:     New  Tork     Chicago     Pittafbnrrh     St.  I^oali     AtlanU 
s                      Birmingrham     San  FrandBco     LiOB  Aziffelefl     Seattle 
Pettingell- Andrews    Co.,    Boston.    Mass. 
T.  D.  Lawrenca  Electric  Co..  Cincinnati,  O. 
Novelty  Electric  Co.,  Phlla..  Pa. 
=                            09n.    Rep.;    Englneerlnc   Materials   Limited,    Montreal, 
i                                   Cu^an   Rev-:    Victor   O.    Mendoza   Co.,   Havana. 
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I  Arc  Weld 

Rail  Bonds  I 

AND  ALL  OTHER  TYPES  | 

Descriptive  Catalogue  Furnished  | 


American  Steel  8C  Wire  Company 


=     N«w  Tork 
=     Chicago 


Bott<Hi 
Clereland 


Pitta  burffb     = 
DenT«r  | 

=  C.  8.  Steel  Product!  Co  | 

=      Ban  Francisco  Los  Angelei  Portland  Seattlu      | 

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HASKELITE  ROOF: 


Haskelite  Manufacturing  Corporation, 
133  We«t  WashinKton  .Strret,  Chlcaeo 


PLYMETLSIDEPANELS 


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i[ 


■BELL- 


NORTHERN  •—.—  .—  —  WESTERN 

CEDAR  POLES 


31 


BUTT  TREATING 
ALL  GRADES 


TIES 


BELL   LUMBER  CO.,  Minneapolis.  Minn. 


J! 


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Waterproofed  Trolley  Cord 


/\  Rod,W  ire  and  Cable  Products 

ANACOFIDA  anaconda  COPPER  mining  company 

f™. m^^co^m.,      .j,^^    AMERICAN    BRASS    COMPANY 
'""»""*'  General  Offices    -    -    25  Broadway,  New  York 

ANACONDA  TROLLEY  WIRE 


Is    the    finest   cord    that    science    and    skill    can    produce 
Its  wearing  qualitiesi  are  unsurpassed. 

FOR  POSITIVE  SATISFACTION  ORDER 
SILVER  LAKE 

If   you    are   not   familiar   with   the    quality   you   will   be 
surprised  at  its  ENDURANCE  and  ECONOMY. 
Sold  by  Net  Weights  and  Full  Lengths 

SILVER  LAKE  COMPANY 

Manufacturers  of  bellf  signal  and  other  cords. 
Newtonville,  Massachusens 

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AMELECTRIC  PRODUCTS 
BARE  COPPER  WIRE  AND  CABLE 


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TROLLEY  WIRE 


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I  Efficient  Bus  Heating 

I  with 

I         The  N-L  Venti-Duct  Heater 


I    Ber.  n.  8.  Pat.  Office 


WEATHERPROOF  WIRE 
AND  CABLE 

PAPER  INSULATED 
UNDERGROUND  CABLE 


I  THE  NICHOLS-LINTERN  CO.  | 

1  7960  Lorain  Ave.  Oeveland,  Ohio  | 

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i  NADGLEPOLESl 

WESTERN  £  NORTHEDM  CEB.  ' 


NAUGJLE  POLE  ^  TIE  ۩, 

59  E.  MADISON  ST.    CHICAGO  ILL. 

Ken! York ■  Columbus ■  Kunsai  City-  Spokane-  Vamout'erBoslot' 


I  MAGNET  WIRE 

I  AMERICAN  ELECTRICAL  WORKS 

I  PHILLIPSDALE,  R.  L 

I  Chlcaco.    20-32    West   Randolph   Street. 

I  Cincinnati.   Traction  Bldl. :    New  Tork.    100   E.    42nd   St. 

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ELECTRICAL  WIRES  and  CABLES 


JohnA.Roebling's  Sons  Co.,  Trenton. N.J. 


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I         -  SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD      I 


tllllllllllllllllllMllllllllllltlllltlllllllltlllllllllill 


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;.<^:>Jl^^ 


g  Trade  Mark  Res    u.  o   i  .i.  Off.  = 

=  Made  of  extra  quality  Block   firmly   braided  and  smoothly  flnlahed  f 

i  Carefully  inspected   and   ruaranteed   free  from   flaws.  = 

i  Samples    and    information    rladly    sent.  i 

I         SAMSON  CORDAGE  WORKS.  BOSTON,  MASS.         | 

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Gets  Every  Fare 

PEREY  TURNSTILES 
or  PASSIMETERS 


Cie  then  Is  yoor  Prepaymeiit  Ana*  ami        i 
Street  Car*  | 

Percy  Manufacturing  Co.,  Inc.     f 

101  Park  Avenae,  New  Tork  Ctty  | 

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44 


ELECTRIC  RAILWAY  JOURNAL 


December  10,  1927 


iiiiiiuuiinuiiiiiiiu imiiiiii iiuiiiii iiiimmuiiiiiiiiiiimiiijiiijumiiiiiiiiiiiiiimiiiiiiiiuiiu uimiiiiumin^ 

The  DIFFERENTIAL  CAR  | 

Standard  on  | 

60  Railways  for  | 

Trsck  Maintenuictt  | 

Track  ConstructiOD  | 

Ash  Disposal  = 

Coal  Hauling  i 

Concrete  MateriaJa  | 

Waate  Handling  | 

Excavated  Materials  | 

Hauling  Cross  Ties  | 

Snow  Disposal  s 

Ute  Thete  Labor  Savert  | 


Differential  Crane  Car 

Clark    Concrete   Breaker 

Differential  S-way  Auto  Truck  Body 

Differential  Car  Wheel  Truck  and  Tractor 


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Internationa) 
Registers 

Made  in  single  and  double 
types  to  meet  requirements 
of  service.  For  hand  or  foot, 
mechanical  or  electric  opera- 
tion. Counters,  car  fittings, 
conductors'   punches. 


Type  R-11 
Double  Redatar 


The  International  Register  Co. 

IS  South  Throop  Street,  Chicago,  Illinois 


THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.         I     | 

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8 


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I  NACHOD  &  UNITED  STATES  I 

SIGNAL  CO.  INC 

LOUISVILLE.KY. 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 
HIGHWAY  CROSSING  SIGNALS 

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giiiiiimMimmiuiimmi»miiiiMiiiiminmiiiimimiitMiimniimiiiiimiiiniMiiimiHiiiiiiiiiitiiiimimiiiiim iitiiniiiiiimii^ 


"Bates  Poles  Outlive  the  Bond  Issues  that  Buy  Them" 

Bates  Poles  and  Structures 


llOllates 


Dftnde^  teel  ilruss  Q. 


General  OKces  and  Plants  f^ 

EAST  CHICAGO,  INDIANA,  U.  S.  A.  ^ 

imiiiiiiiiiiiiiiiiiiiii iiiiniiiii mil iiiiiMinnii iiiiiiiimiiminnmmmutliiiimiiiiiimimmiiiMiiiiiiE 

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I  pAIUWAl(  I  fTiUITy  f*OMFANl(  | 

1    CAR  COMFORT  WITH     HEATERS 

=    T  TTTT  TTV     regulators      I 

I       U  1  il^i  i   I        VENTILATORS       I 

J 


I 


i  2241-2247  Indiana  St.  Write  ff  1828   Broadway 

I  Chleaso.  111.  Catalogue  New  York,  N.  T. 

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GOLD 


CAR  HEATING  Si  LIGHTING  CO. 

220  36th  St.,  Brooklyn,  N.  Y. 

WITH    OPEN    COIL   OR 
ENCLOSED  ELEMENTS 


I        ELECTRIC  HEATERS 

j     THERMOSTAT   CONTROL— VENTILATORS      | 

I  WRITE  FOR  NEW  CATALOGUE  l 

^lllimilimillllllllltllllinillllllllllMllliilillitiliilililllllillilllilllllinilltlllllMllllllirillitllliiiriiiiiiiiiiiilMrlniiiiiiiiiirMiiriiiiiiiiiiin 
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D^^iifeS  (S^SmEC©!^^ 


HILLBURN.  NEW  YORK  «^ 
NIAGARA  FAILS.  NY 
CHICAGO.  ILLINOIS 
.  EAST  M.LOUIS.  ILL 
Pl'EblO.  COLORADO 
SUPERIOR.WISCONStN 
LOS  ANGELES.  CAL 
NIAGARA  TALUS.  ONT. 


W^ 


RAMAPO  AUTOMATIC 

RETURN  SWITCH  STANDS 

..    FOR.  PASSING   SIDINGS 

TEE  RAIL  SPECIAL  WORK  ' 

(MANGANESE  WORK  A  SPECIALTY    I 
•>  SALES  OFFICES  AT  AU.  WORKS 

S    .Mjin  Office.  HILLBURN,  N.Y. 


STUCKI   I 
SIDE      i 

bearings! 


A.  STUCKI  CO.  I 
Oliver  Bldg.        | 
Pittsburgh,     Pa.   i 
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f.^  CREOSOTED 

^^^  RaiJroad  Cross-ties;  Switch-ties;  Bridge  Tim-  | 

/^j/  bars;  Construction  Timbers;  Mine  Timbers  = 

Jjj^  Lumber;  Piling;  Poles;  Posts  and  other  | 

Forest  Products  = 

rFPi'ettuman,6:  Sons  I 

U  wood   Pre./'eivinp    Plant  I 


iiiiiiiiiiiiiiiiiiiiiiniiiiiKiiiiiiiiiniiiiiiiii 


Wood   Pre./'eivinp    Plant 
Charlej-ton  .  ^S.C, 


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H  B  LIFE  GUARDS 

I  PROVIDENCE  FENDERS  I 

I  Manufactured  bti  g 

I  CONSOLIDATBD    CaR    FbNDER    CO.,    PROVIDENCE,    R.    1.  | 

5  General  Sales  Amenta  = 

I  WEXDEOXi  &  MacDUFFIE  CO.,   110   E.    4Snd  St.,   N.   Y.   0.     | 

'^iiiiiiriiiiriiiiiiiriiJiiiiiiiiiiiiiiiiiJriiiiiiJiiiiiiiiiiiiiiiiJiiiiiiiiiiiiiiiiitiinMiJiiiiiiiiiiiiiiiiiiriiiiiMiiiiiiiiiiiiiiiiMiitriiiiiiiiiiiniiiiriJiiB 

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CHILLINGWORTHi 

One-Piece  Gear  Cases        | 

Seamless — RiTetless — Light     Weicht       I 

Best  for  Service  —  Durability  and       = 

Economy.     Wrile  V*.  S 

Chillingworth  Mfg.  Co.       | 

Jersey  City,  N.  J.  I 


iiiiiimiiiillliiiiiiiiiiiiiniiiiilriliililliriiiiiiillllliiillllllllllirillllllirilinillllllllllliT 


.1    i 


tfiiuiiiiiiiiiniiiiHiitiu-.  I 


Chapman 

1  Automatic  Signals 

I  Charles  N.  Wood  Co.,  Boston 


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1  Coin  Counting  and  Sorting  Machines 

I  FARE  BOXES 

I  Lever-Operated  and  Slip  Change  Carriers 

I  The  Cleveland  Fare  Box  Co. 

I  Oeveland,  Ohio 

I  Canadian  Cleveland  Fare  Box  Co.,  Ltd.,  Preston,  Ont. 

'ililiniiimiimniiiiitiiiiiiiiiiililtllilllllllllllliiiiiniiliiiiiiiiiiiiiilillilillllimiiilllimillliiiiiiiiiiiimilMliimiiimimiimiiinllllluiHi 


December  10,  1927 


ELFXTRIC   RAILWAY  JOURNAL 


45 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Page 


American  Brake  Shoe  &  Foundry 

Co.,  The 16 

American   Brass   Co.,   The 43 

American  Car  Co 46-47 

American    Electrical    Works ....   43 

American  Steel  &  Wire  Co 43 

American   Steel  Foundries    4 

American  Telephone  &  Telegrapth 

Co 24 

Anaconda  Copper  Mininir  Co.  .  .  .    43 


Babcock  &  Wilcox  Co 37 

Bates  Expanded  Steel  Truss  Co.  44 

Beeler  Organization    36 

Bell  Lumber  Co 43 

Bemis  Car  Truck  Co 37 

Bethlehem  Steel   Co 17 

Binghamton    Railway    Co 39 

Blackhawk    Mfg-.    Co 32 

Brill  Co.,  The  J.  G 46-47 

Buchanan  &  Layng  Corp 36 

Byllesby  Eng.  &  Management 

Corp 37 


Carnegie  Steel  Co 38 

Chillingworth   Mfg.   Co 44 

Cincinnati  Car  Co 15 

Cleveland  Fare  Bo.v  Co 44 

Cleveland   Pneumatic  Tool  Co., 

The    33 

Collier.  Inc.,  Barron  G 32 

Columbia  Machine  Works,  The  .  .  38 

Consolidated  Car  Fender  Co.  .  .  .  44 

Consolidated  Car  Heating  Co.  .  .  .  44 


Day  &  Zimmermann.  Inc 36 

Differential  Steel  Car  Co.,  The..    44 
Du  Pont  de  Nemours  &  Co.    Inc 
EI .23 


Page 


Edwards  Co.,  0.  M 19 

Electric  Equipment  Co 39 

Electric  Ry.   Equipment   Co.  .  .  .  41 

Electric  Service  Supplies  Co ...  .  7 


Faile  &  Co.,  E.  H 36 

Ford,  Bacon  &  Davis 36 

"For   Sale"    Ads 39 


General  Electric  Co 20 

Globe    Ticket    Co 18 

Gold  Car  Heating  &  Lighting  Co.  44 

Goodyear  Tire  &  Rubber  Co.,  The.  28 


Hale-Kilburn    Co 37 

Haskelite    Mfg.   Corp 43 

•Help   Wanted"   Ads 39 

Hemphill  &  Wells 36 

Heywood-Wakefleld    Co 31 

Hoist  Englehardt  W 36 

Hubbard  &  Co 37 


Illinois  Motive  .Equipment  Co .  .  37 

Illinois  Steel  Co 8 

International   Register  Co 44 

International  Steel  Tie  Co.,  The, 

Insert  11-13 
Irvington     Varnish     &     Insulator 

Co 41 


Jackson,  Walter   36 

Jeandron,  W.  J 38 

Johnson  Fare  Box  Co 38 


Testing;  Instrnments  (8n 
Instruments,  Measurlnx. 
Teatlnic.  etc.) 

Thermostats 
Consolidated  Car  Heating 

Gold   Car   Heating  t,  Light 
ing  Co. 

Railway  Utility  Co. 

Smith   Heater  Co.,  Peter 
Ticket    Choppers    aad 
Destroyers 

Elec     Service    Supplies    Co 
Tickets  anil  Transfers 

Globe  Ticket  Co. 
Tie  Plates 

Illinois  Steel  Co. 
Ties  and  Tie  Rods.  Steel 

Carnegie   Steel   Co. 

International  Steel  Tie  Co 
Ties.  Wood  Cross   (See  Pole. 

Ties,    Posts,    etc.) 
Tires 

Goodyear  Tire   Co. 
Tokens 

Johnson  Fare  Box  Co. 

Tongue   Switches 

Wm.   Wharton,  Jr.  &  Co. 

TiKils,   Tnirk    «    Miscella- 
neoiiH 

American  Steel  &  Wire  Co 
Columbia  Machine  Works  t 

M.  I.  Co. 
Elec.    Service   Supplies   Co. 
Hubbard    &    Co. 
Railway   Trackwork   Co. 
Ramapo-Ajax    Corp. 

Towers  and  Triinsmlsslon 
Striietiire 

American  Bridge  Co. 


Page 


Kelker.  DeLeuw  &  Co 36 

Kuhlman  Car  Co 46-47 


Lang  Body  Co Insert  29-30 

LeCarbone  Co 38 

Linn  &  Marshall,  Inc 36 

Long  Mfg.   Co 25 

Lorain    Steel   Co 41 


McClellan  &  Junkersfeld    36 

McGraw-Hill  Publishing  Co.  .  .26-27 

McGraw-Hill  Book  Co 35 

Massachusetts  Mohair  Plush  Co.    14 


Kachod  and  U.  S.  Signal  Co ...  .  44 

National  Brake   Co..   Inc 21 

Njitional  Pneumatic  Co 13 

National    Ry.    Appliance   Co.  .  .  .  41 

Naugle  Pole  &  Tie  Co 43 

Nichols   Lintern    Co 43 

Nnttall  Co.,   R.  D 2 


Ohio   Brass   Co 5 

Okonite-Callender      Cable      Com- 
pany,  Inc.,   The 43 

Okonite  Co.,  The 43 


Perey  Mfg.  Co.,  Inc 43 

Positions  Wanted  and  Vacant ...  39 

Prettyman    &   Sons,   J.   F 44 

Pyrene  Mfg.  Co 35 


Fare 


Railway   Track-work    Co 37 

Railway   Utility    Co 44 

Ramapo    Ajax    Corp 44 

Richey,  Albert    36 

Roebling's  Sons  Co.,  John  A.  .  . .  43 


St.  Louis  Car  Co 0 

Safety  Car  Devices  Co 6 

Salzberg  Co.,  Inc..  H.  E 39 

Samson  Cordage  Works 43 

Sanderson  &  Porter 36 

Searchlight   Section    39 

Silver  Lake  Co 43 

Smith    Heater    Co.,    Peter 37 

Standard   Steel  Works  Co 41 

Star  Brass  Works 41 

Stevens  &  Wood,  Inc 36 

Steubenville,   East  Liverpool  & 

Beaver  Valley  Traction  Co . .  .  39 

Stone  &  Webster 36 

Stucki  Co..  A 44 


Timken-Detroit   Axle   Co.,   The, 

Back  Cover 

Timken   Boiler   Bearing  Co., 

Front  Cover 

D 


Una  Welding  &  Bonding  Co 37 

Universal  Lubricating  Co 37 


"Want"  Ads 39 

Wason  Mfg.  Co 46-47 

Westinghouse  Traction  Brake  Co.  10 
Wharton.  Jr.  &  Co..  Inc.,  Wm..  41 
"What  and  Where  to  Buy," 

40-43-48 
White  Eng.  Corp.,  The  J.  G.  .  .  .  36 
Wish  Service.  The  P.  Edw ....  37 
Wood  Co..  Chas.  N 44 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  42 


Bates  Expanded  Steel 

Truss   Co. 
Westinghouse  E.  &  M.  Co 

Track   Grinder 
Railway  Trackwork  Oo. 
Ramapo-Ajax    Corp. 

Track,  Special  Work 
Columbia  Machine  V7orks  A 

M.  I.  Co. 
Ramapo  Alax  Corp. 

Trackless   Trolley  Cars 

Brill  Co..  The  J.  Q. 
St.  Louis  Car  Co. 

Transformers 

General    Electric   Co, 

Westinghouse  E.   &  M.  Co 
Treads,  Safety  Stair, 
Car  Step 

Cincinnati  Car  Co. 
Tree    Wire 

Okonite  Co. 

Okonite-Callender   Cable   Co 
Trolley   Bases 

R.  D.  Nuttall  Co. 

Ohio   Brass  Co. 

Trolley  Rases.   Retrieving 

R.  D.  Nuttall  Co. 

Ohio    Brass   Co. 
Trolley   Bases 

Brill  Co..  The  J.  G. 

Westinghouse  E.  &  M.  Co. 
Trolley    Blaterlal,    Overhead 

t-.i.  <■     Shi  .  I,-.-    Niit'itlies    Co. 

General  Electric  Co. 

Ohio    Brass    Co. 

Westinghouse  E.  ft  M    Co. 
rrnlley  Wheel    Bushings 
Star  Brass  Works 


Trolley  Wheels    (See   Wheel> 

Trolley) 
Trolley    Wire 

Amer.    Electrical    Works 

American    Brass    Co. 

American  Steel  ft  Wire  Co 

Anaconda  Copper  Mln.  Co. 

ttoebiiiik' 8  Sous  Co.,  J.  A- 
rrucks,    Car 

Bemis    Car    Truck    Co. 

Brill    Co..    The    J.    Q. 

Cincinnati    Car   Co. 

Cunimings  Car  &  Coach  Co. 

St.  Louis  Car  (^o. 
Trucks,  Motor 

White  Company 
Trass    Planks 

Haskelite  Mfg.   Corp. 
Fulling,   Yellow  and   Black 
Flexible    Varnish 

Irvington   Varnish  A  Ins. 
Turbines,  Steam 

General     Electric    Co. 

Westinghouse  E.  *  M.  Co. 
Turn  tables 

Elec.  Service  Supplies  Co. 
Turnstiles 

Elec.   Service   Supplies  Co. 

Perey  Mfg.  Co.,  Inc. 
Valves 

Ohio    Brass   Co. 

Westinghouse   Tr.    Br.    (3o 
Varnished    Papers    and    Sllk» 

Irvington   Varnish  &  Ins. 

Ventllutors,    Car 
Brill    Co..    The    J.    Q. 
Cincinnati  Car  Co. 
'"•.iiMilidated    Car    Heating 


Nichols-Lintem   Co. 

Natl.   Ry.   Appliance  Co. 

Railway  Utility  Co. 

St.    Louts   Car  Co. 
Vestlbale  Linings 

Haskelite  Mfg.   Corp. 
Welded    Kail   Joints 

Railway  Trackwork   Co. 

Una  Welding  ft  Bonding  Co. 
Welders.  Portable  Electric 

General  Electric  Co. 

Ohio    Brass   Co. 

Railway  Trackwork  Co. 

Una  Welding  ft  Bonding  Co 

Westinghouse   E.   ft   M.   Co 
Welders,    Rail   Jntnr 

General  Electric  Co. 

Onio   Brass   Co. 

Railway  Trackwork   Co. 
Welding   Processes    and 
Apparatus 

Ohio    Brass   Co. 

Railway   Trackwork   Co. 

Una  Welding  &  Bonding  Oo 

Westinghouse  E.  ft  M.  Co. 

Welding,  Steel 

Railway    Trackwork    Co. 
Una  Welding  ft  Bonding  Co 
Welding    Wire 
American  Steel  ft  Wire  Co. 
Railway   Trackwork   Co. 
Roebling's  Sons  Co..  J    A. 

Welding  Wire  and  Rods 

Railway   Trackwork   Co. 

Wheel    Ooardi    (Bee   Fenders 
and  Wheel  Gnards) 

Wheel  Presses    (See  Machine 
Tools) 


Wheels,    Car.    Steel    ft    Steel 
Tire 

American  Steel  Foundries 
Bemis   Car   Truck   Co. 
Carnegie   Steel   Co. 
Illinois  Steel  Co. 
Standard  Steel  Works 

Wheels,    Trolley 
Columbia  Macbioe  Works  ft 
M.  I.  Co. 

Elec.  Ry.   Equipment  Co. 
Elec.   Service  Supplies  Co. 
R.  D.  Nuttall  Co, 
Star   Brass   Works 

Wheels,    Wrought    Steel 

Parneeie    Steel    Ck>. 
Illinois  Steel  Co. 

Whistles.   Air 

Ohio    Brass    Co. 
Westinghouse   E.  ft   M.   Co 
Westinghouse  Traction 
Brake  Co. 

Window  Onsrds  ft   Fittings 
Cincinnati  Car  Co. 

Wire    Rope 
American  Steel  ft  Wire  Oo 
Roebling's  Sons  Co..  J    A 

Wires  and  Cables 
American    Brass    Co. 
American    Electrical    Work. 
American   Steel  ft  Wire  Oo 
Anaconda  Copper  Mln.  C!o 
General    Electric    Co. 
Okonite   Co. 
Okonite-Callender  Cable  Co 

Inc. 
Roebling's  Sons  Co..  J.    K 
Westinghouse  E.  ft  M.  Co. 


46 


ELECTRIC  RAILWAY  JOURNAL 


December  10, 1927 


j  better  service 


THE  BRILL  1928  MODEL  ELECTRIC 

CAR  is  more  than  a  "de  luxed"  vehicle. 
While  in  its  various  appointments  considera- 
tion has  been  given  to  improved  appearance 
and  increased  comfort  as  a  means  of  attract- 
ing riders,  efforts  have  also  been  made 
successfully  to  improve  its  operation  and 
increase  its  safety. 

Quicker  acceleration  and  braking  enable  it 
to  surpass  other  traffic,  a  feature  which 
appeals  to  the  riding  public. 


December  10,  1927 


ELECTRIC  RAILWAY  JOURNAL 


THE  BRILL  1928  MODEL 
ELECTRIC  CAR  is  equipped 
to  speed  up  operation.  Two  35-h.p. 
high-speed  motors  are  spring 
supported  on  the  frames  of  each 
truck  and  are  connected  to  the 
axles  through  universal  joints  and 
the  W-N  double-reduction  gear 
units  operating  in  oil.  Its  brakes 
are  of  the  external  contracting 
clasp  shoe  type  functioning  on 
drums,  one  mounted  on  each  axle. 
In  tests  conducted  in  Cleveland  on 
a  heavy  traffic  line  its  performance 
in  power  consumption,  accelera- 
tion and  braking  showed  remark- 
able    results.       Considering     the 


traffic,  the  2.4  kw.-hr.  per  cm. 
power  consumption  was  note- 
worthy, and  its  maximum  rate  of 
acceleration  was  probably  three 
times  that  now  employed  on  most 
systems. 

From  the  emergency  position  the 
braking  tests  approximated  4.5 
m.p.h.p.s.,  which  indicates  its  pos- 
sibilities in  this  direction.  Conse- 
quently, with  its  high  acceleration 
and  braking  rates  schedule  speeds 
can  be  improved,  and  its  quiet  op- 
eration, attractive  appearance, 
comfort,  safety  and  good  riding 
qualities  should  also  appeal  to  the 
traveling  public  and  increase 
riding. 


Brill  1928  Model  Electric  Car 


I 


II 

Ijg  "•^          .    lW^^&^ 

1.1 

Bl 

^mkf^.^ 

Designed  and  equipped  to  please  the  public 
The  J.  G.  Brill  Company 

Philadelphia 

American  Car  Company 
St.  Louis 

The  G.  C.  Kuhlman  Car  Co. 

Cleveland,  O. 

Wason  Mfg.  Company 

Springfield,  Mass. 


Mail  to 

/  i 

any 
Brill  Plant 

/        ! 

.../ 

Car 

♦*         Send   complete      • 
details,    including    j 
performance  data,  on     ! 
e    Brill    1928    Model     j 
to                                       1 

1  Name  i 

(Title)                                        ; 

(Railway  Ciimpaiiy)                                 \ 

.♦•* ..i.'.'.V.L 

( State  1                : 

ELECTRIC  RAILWAY  JOURNAL 


xxfter  it  goes  into  service 

OPERATORS  of  Timken-equipped 
vehicles  often  comment  on 
Timken^s  continued  interest  in  its 
product  after  it  goes  into  service, 

That^s  natural.  We  believe  in  the 
worm  as  the  ideal  final  drive.  We^re 
proud  of  Timken  workmanship.  And 
Timken  Axles  certainly  "deliver.** 


TIMKEN-DETROIT  AXLE  CO,,  DETROIT,  MICH. 


I 


MAINTENANCE  AND  CONSTRUCTION  ISSUE 

ELECTRIC  RAILWAY 

JOURNAL 


au'-Hill  Publishing  Company,  Inc. 


DECEMBER  17,  1927 


Twenty  Cents  per  Copy 


SERVICE 

yesterday  -  today  -  tomorrow 

Barron  G.Collier  Inc. 

Candler  BIdg.  New  York 


ELECTRIC  RAILWAY  JOURNAL 


December  17,  1927 


What 


Should  you  expect 
from  an  armature  coil 


fc''*^ 


It  should  be  so  made  that  the  wind- 
ing of  an  armature  can  be  done 
with  the  minimum  amount  of  labor. 

The  construction  should  be  such 
that  the  insulation  used  will  with- 
stand the  maximum  operating 
temperatures. 

Wire  or  strap  used  should  be  of 
the  highest  grade  in  order  that  lead 
breakage  may  be  reduced  to  a 
minimum. 

AH  bends  in  coils  should  be  re- 
inforced with  special  insulation  to 
prevent  short  circuits. 

In   Westinghouse  armature   coils,  all  of  these 
features,  as  well  as  many  others,  are  embodied. 

Westinghouse  Electric  &  Manufacturing  Company 

East  Pittsburgh  Pennsylvania 

&!»•  Oflicn  in  All  Principal   Cifies  of 

•he  United  State,  and  Foreign  Countries 


-""•  ■  ""'""rB"  Pennsylvania  waMB«^ 

^lei  Ofiicea  in  All  Principal   Cities  of  /^^^\ 

•he  United  State,  and  Foreign  Countrie.  /SKj^l 

WestinghousMi 


MORRIS  BUCK 
MRnaging  Editor 

JOHN  A    MIIXER.  Je. 
Associate  Editor 

CLARENCE  W    SQUIEB 
Associate  Edlto'- 

CARL  W.  STOCKS 
Associate  Editor 


Charles  Gordon,  Editor 


HENRY  W.  BLAKE 
Senior  Bdltar 

GEORGE  J.  MacMURRAT 
News  Editor 

G.  W.  JAMES,  Je. 

Assistant  Editor 

PAUL  WOOTON 

Washington  Correspondent 

ALEX  McCALLUM 
Editorial  Representative 
London,  England 


Vol.   70 
No.  21 


CONTENTS 


Pages 

1089-1136 


DECEMBER  17,  1927 

Editorials    1089 

Special  Devices  Improve  Maintenance  in 

Chicago   Shops    1092 

Equipment  for  opening,  baking  and  heating  insulating  compound 
is  important.  Housing  fits  built  up  by  welding  and  motors 
rebored.  Improved  devices  for  finishing  shafts  and  axles,  com- 
pressor overhauling,  carpenter  shop  work,  painting  and  cleaning. 

Attractive  Depot  Completed  at  Santa  Rosa 1097 

Asphaltic  Concrete  Used  in  Oregon  City  Track 

Reconstruction   1098 

Catenary  with  Unusual  Pole  Spacing  Withstands 

Cyclone    1100 

By  L,  W,  Birch. 
Overhead  line  subjected  to  wind  velocity  of  100  miles  per  hour. 
On  a  section  with  poles  spaced  225  ft.  after  eliminating  a  few- 
leaning  poles,  damage  was  reduced  to  a  small  maintenance  item. 

Trolley  Car  Operated  by  Radio 1102 

The  brief  for  the  Coffin  award  submitted  by  the  Arkansas  Power 
&  Light  Company  gives  details  of  the  demonstration  that  was 
conducted  in  that  city. 

Light  Weight  Features  Joliet  Car 1103 

By  J.  R.  Blackhall, 
Wide  use  of  aluminum  in  car  body  brings  weight  per  seat  to  475 
|b.     High  acceleration  and  braking  rates  combined  with  slightly 
increased  free  running  speed  have  reduced  schedule  time. 

New  Jersey  Stockholders  on  the  Increase 1 106 

Adventures  of  Old  Man  Trouble 1 107 

Harold  E.  Bean  Wins  the  November  Monthly 

Maintenance  Prize 1 108 

Maintenance  Data  Sheets 1109 

New  Equipment  Available 1115 

Association  Activities   1116 

New  England  Club  Has  Record  Meeting 1116 

68  Years  of  Railway  Service  in  Connecticut 1117 

By  Charles  Rufus  Harte. 

Co-ordinating  All  Transportation  Facilities  Under 

One  Management   1119 

By  J.  M.  Shaw. 

Unselfish  Co-operation  Needed  to  Solve 

Traffic  Problem   1 120 

By  R.  C.  Haldeman. 

American  Association  News    1121 

News  of  the  Industry 1 123 

Recent  Bus  Developments 1 128 

Financial  and  Corporate 1130 

Personal  Mention    1 133 

Manufactures  and  the  Markets 1134 


Budgets 


/"^ROWING  importance  attaches  to  the 
^-*  preparation  of  the  annual  estimate  of 
income  and  expenditures  for  every  business. 
It  is  only  when  the  prospects  for  the  coming 
year  receive  careful  consideration  that  plans 
can  be  made  which  adequately  reflect  the 
work  to  be  done.  This  is  necessary  for  an 
industry  no  less  than  for  a  single  company. 

Among  the  regular  features  of  the 
Annual  Statistical  Number  of  Electric 
Railway  Journal  none  has  proved  of 
greater  value  than  the  estimate  of  expendi- 
tures for  materials  for  construction  and 
maintenance  of  electric  railways.  This  has 
been  obtained  each  year  from  a  survey  of 
the  actual  budgets  of  a  large  number  of 
properties,  and  accurately  forecasts  the  ac- 
tivities of  the  industry  as  a  whole. 

On  this  survey  will  be  based,  in  turn,  the 
budgets  of  manufacturers  that  serve  the 
industry.  Every  one  who  has  the  progress 
of  the  electric  railway  industry  at  heart  will 
await  this  and  the  other  features  of  the 
Annual  Statistical  Number  with  interest. 


McGRAW-HILL  publishing  company,  INC 

Tenth   Avenae  at  36th   Street,  New   York,   N.   Y. 

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Jambs  H.  McGbaw,  Jb.,  V.-P.  and  Treat. 

Malcolm  MtJiit.  Vice-President 

Edwabd  J.  Mbuben,  Vice-President 

Mason  Bh:tton.  Vice-President 

Edgab  Kobak,  Vice-President 

C.  H.  Thompson,  Secretary 


*jmgi 


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Published  weekly.  Entered  as  second-class  matter,  June  S3,  1908.  at  the  Post  OS09 
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Cable  Address:   "Machinist.  N.  T." 
Publishers  of 

Engineering  Newi-Record 

Amoriecn  Machinist 

Power 

Chemical  and  Metallurgical  Bnginetrim 

Coal  Age 

Engineering  and  Mining  Jommti 

Ingenieria  Internacion^ 

Bua  Trangvortation 
Electric  It'iiUcay  Journal 

Electrical  World 

tUduatrial  Engineering 

Blectrieal  Merchandieinff 

Radio  Retailing 

Construction  Methods 

Btcetrical  West 

(Published  in  San  Francisco) 

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Number  of  Copies  Printed,  6,220 


Advertising  Index — Alphabetical,  60;  Classified,   56,  58,  60;  Searchlight  Section,  55 


ELECTRIC  RAILWAY  JOURNAL 


December  17, 1927 


BETTER   RAIL,   BETTER   TRANSPORTATION 

Words  of  Wisdom 


Here  is  a  gold  nugget  ex- 
pressed by  Mr.  E.  J.  Dickson, 
Vice  President  United  Elec. 
Rys.,  Providence: — 

^%The  industry  is  serving  a  new  public. 
Just  as  the  youth  of  today  are  fearlessly 
setting  new  standards  of  living  that  make 
the  older  generation  often  stand  aghast, 
just  so  have  the  demands  changed  in  trans- 
portation. If  the  people  of  today  are  to 
be  sold,  common  carrier  service  must  be 
produced  on  today's  specifications.  tt  % 

— and  today's  specifications  for  desirable  trans- 
portation include  comfort,  speed,  quiet  and 
safety.  If  anybody  has  found  how  to  give  such 
service  on  rough  track,  he  hasn't  published 
the  formula.  But  any  number  of  roads  realize 
that  cars,  whether  old  or  new,  ride  better  and 
last  longer  if  the  rail  grinders  and  electric  arc 
welders  are  kept  busy  the  year  'round. 

Biillelinsf 

3132-48  East  Thompson  Street,  Philadelphia 

AGENTS : 
Chester  F.  Gailor,  30  Church  St..  New  York 
Chas.  N.   Wood  Co..   Boston 
Electrical  Engineering  &  Mfjr.  Co..  Pittsburgh 
H.  P.  McDermott.  208  S.  LaSalle  St..  Chicago 
P.  W.  Wood  Railway  Supply  Co..  New  Orleans.  La. 
Equipment   &  Engineering  Co..   L<>ndon 
Frazar  &  Co..  Japan 


UiM'ipi-otat  liu     liaik    (.riii'Vi 


■.Ajax"    Klectrii-    .\rc    Welder 


BETTER   RAIL,   BETTER   TRANSPORTATION 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


fl92S 
Savin^Club 


NEXT  YEAR  can  be  made  the  best  in  history  for 
many  electric  railways — from  the  standpoint  of 
both  gross  income  and  net  revenue.  It  can  be  done 
on  your  property  by  carrying  out  now  those  detail 
service  and  equipment  improvements  which  exper- 
ience shows  attract  more  riders.  For,  today,  in- 
creased revenues  depend  primarily  on  continuous 
service  betterment. 

But,  in  striving  for  increased  revenues,  remember, 
too,  the  importance  of  those  many  possible  small 
economies,  easily  made,  which,  totalized,  contribute 
substantially  to  the  net.  Save  only  1%  from  the 
69.3%  now  devoted  to  operating  expenses  and  you 
increase  the  net  nearly  20%! 

Service  records  on  scores  of  properties  show,  for 
example,  that  substantial  annual  savings  result  from 
the  use  of  OB  Line  Materials,  Bonds,  and  Car  Equip- 
ment devices.  One  property  is  saving  over  $5,000  a 
year  on  trolley  ears  alone,  since  using  Marathon 
Ears.  This  is  but  typical  of  the  economies  effected 
with  the  many  other  0-B  electric  railway  products. 

With  only  a  small  down  payment,  invested  in  better 
line  materials  and  car  equipment  devices,  you  can 
join  the  1928  0-B  Savings  Club  now — and  be  sure 
of  a  greater  net  income  next  year!    Address 

Ohio  Brass  Company,  Mansfield,  Ohio 

Dominion  Insulator  &  Mfg.  Co.,  Limited 
Niagara  Palls,  Canada 

774B 


OMcyBmss  Ck>< 


SALES 
OFFICES: 


NEW  YORK 
CHICAGO 


PHILADELPHIA         PITTSBURGH         CLEVELAND 
SAN  FRANCISCO        LOS  ANGELES 


PORCELAIN 

INSULATORS 

UNE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


ELECTRIC  RAILWAY  JOURNAL 


December  17,  1927 


Lighter  Wheels 
Make  Lighter  Cars 


Several  hundred 
pounds  can  usually 
be  cut  from  the 
weight  of  the  car 
by  using  Davis 
"One -Wear" 
Steel  Wheels.  Be- 
cause Davis  "One- 
Wear"  Wheels  are 
of  special  heat- 
treated  steel,  they 
can  be  made  lighter 
while  retaining  full 
strength. 

Davis  "One-Wear" 
Steel  Wheels 
should  be  in  the 
running  gear  of 
every  really  mod- 
em car. 


American  Steel  Foundries 


NEW  YORK 


CHICAGO 


ST.  LOUIS 


December  17, 1927 


ELECTRIC  RAILWAY  JOURNAL 


(Pp^iT 


Steel  Twin  Ties  in 
Salt  Lake  City 


TAKE  a  Steel  Twin  Tie— and  a  wood  tie.   Put  them 
in  the  ring  together  and  let  them  fight  it  out. 

Let  them  both  take  the  constant  stress  of  heavy  duty  city 
traffic,  let  them  fight  water  that  might  seep  down — ice 
that  may  form — let  them  fight  the  tendency  for  rails 
to  spread  or  cold  roll — and  let  them  fight  old  age — old 
age  that  is  premature  because  of  24  hour  service 
through  the  speeding  years. 

The  Steel  Twin  Tie  comes  out  just  as  it  went  in — it 
doesn't  need  to  come  out  at  all!  But  the  wood  tie — it's 
all  set  to  be  an  antique  museum  piece  entitled — "This 
was  a  tie!" 

Write  today  for  delivered  prices  of  Steel  Twin  Ties  for 
your  1928  program. 

THE  INTERNATIONAL  STEEL  TIE  CO. 

CLEVELAND,  OHIO 

STEEL  TWIN  TIE  TRACK 

THE  BASE   OF  MODERNIZATION 


ELECTRIC  RAILWAY   JOURNAL 


December  17,  1927 


MODERN 
CARS 
Of  All  Types 


for  City  aed  leteriirbaii  Service 


c 


ARS  recently  built  by 
pany  for  several 


sconti^ 
erties 

have  brouglit  forth  much  favor^ 
able  comment  from  the  peblic  in 
the  various  localities.   The  riding 


This  is  a  feature  of  the  modern 
car  that  goes  far  to  increase  good 
will  and  build  patronage.  Ciam^ 
mings  No.  62  Truck,  shown  on  the 
above  car,  has  contributed  largely 
to  the  riding  comfort  of  our  cars. 

CUMMINGS  CAR  AND  COACH  CO. 

Successors  to  M cGuire-Cummings  Mfg.  Co. 


.9, 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


jfn  iheGoodO/dPayir' 


lb-d£o^ 


No.  19403  Buzzer 

Faraday 

Passenger 

Signal  Systems 

A  complete  line  of 
higrh  and  low  voltage 
bells,  buzzers,  resist- 
ances and  pushes  eon-  Type  CB 
fititute  this  passenger 
signal  system  for  railway  cars  and  buses.  These  dif- 
ferent devices  are  substantially  constructed  and 
should  not  be  confused  with  similar  material  of 
lesser  quality.  They  are  installed  so  that  passengers 
can  signal  motormau  to  stop  at  intersections  and 
also    for  various  other   signaling   requirements. 


Type  FB 


Maybe  some  thought  it  was  the  "good  old  days"  at 
times — but  no  one  ever  did  at  the  moment  he  was 
carried  past  his  corner.  A  circus  barker's  voice 
and  a  thorough  knowledge  of  football  tactics  were 
the  surest  guarantee  that  one  would  get  off  at  the 
designated  corner. 

But  there's  no  trick  in  it  today  when  cars  are 
equipped  with  Faraday  Passenger  Signal  Systems. 
Even  the  most  timid  soul  can  reach  up  and  press 
the  button.  And  know  that  the  motorman  will  stop 
because  the  signal  system  is  ever  reliable. 
Such  a  convenience  is  always  appreciated  by  the 
public  at  all  times — and  is  a  practical  necessity 
during  rush  hours. 

Other  ride-selling  features  are  described  in  Catalog  No. 
7 — which  contains  the  complete  line  of  Keystone  Car 
Equipment. 

Home  office  and  plant  at  17th  &  Cambria  Sts.,  PHILADELPHIA;  District  offices 
at  3;iO  So.  Clark  St..  CHICAGO;  50  Church  St.,  NEW  YORK;  Bessemer  Bldg., 
Pittsburgh;  88  Broad  St.,  Boston;  General  Motors  Bldg.,  Detroit;  316  N.  Wash- 
ington Ave.,  Scranton;  Canadian  Agents,  Lyman  Tube  &  Supply  Company,  Ltd., 
Montreal,  Toronto,  Vancouver. 


M/NUFACTURER  OF  RAILWAY,  POWER 


AND  INDUSTRIAL  ELECTRICAL  MATERIAL 


10 


ELECTRIC  RAILWAY  JOURNAL 


December  17, 1927 


Westinghouse   K-l-A  Tight  Lock 
Coupler 

Tiffht  Lock  Couplers  are  promotino  safety  and 
economy  in  multiple  unit  traction  service  on  many 
properties  .      they  are  furnished  in   three 

distinct   types     .  the  "H"  for  heavy,  high 

speed  trains:  the  "K-l-A"  for  medium,  and  light 
weight  cars;  and  the  "C-S-A"  for  light  cars,  where 
th4  electric  feature  is  not  desired. 


^^VesHnJhouscTlJbt-Iod  G)upl(?r 

—  a  modom  coupler  for  modem  seroico 

With  the  adoption  of  train  formation,  rather 
than  single  car  operation,  to  facilitate  modern, 
quick,  economic  service,  many  traction  proper- 
ties have  solved  their  coupling  problems  by  the 
adoption  of  the  Westinghouse  Tight  Lock. 
Coupler. 

In  one  operation,  this  modern  coupler  effects 
mechanical,  electrical,  and  air  connections 
...  it  is  no  longer  necessary  for  crews  to  go 
between  cars  to  make  a  coupling.  Another 
feature  of  the  Westinghouse  Tight  Lock 
Coupler  is  its  ability  to  automatically  take  up 
slack  caused  by  natural  wear  on  the  latches, 
thereby  preventing  relative  motion  between 
adjoining  couplers.  These  advantages  all  con- 
tribute to  the  success  of  this  modern  coupler 
...  Its  adoption  assures  the  ease,  safety,  and 
economy  of  single  car  control  in  multiple  unit 
operation. 

WESTINGHOUSE   TRACTION  BRAKE   CO. 

General  Office  and  Works,  WILMERDING.  PA. 


WestinghousTraction  Brakes 


via 


I 


►.•»««<R^ 


ffi^J^ 


New  York  to  Boston 


Q.ac 

and  N.  Y.  N.  H.  &  H. 


Great  rail  carriers  have  invested  millions  of  dollars  in 
Q.C,n  coaches — expressing  not  merely  faith,  but  pos- 
itive conviction,  that  the  universal  mass  transpor- 
tation experience  of  Q,  C.  C  means  high-revenue  equip- 
ment for  roads,  as  for  rails.  The  New  York,  New  Haven 
and  Hartford  is  one  of  the  prominent  rail  interests 
operating  Q,C,C  coaches.  New  Haven  service  is  ex- 
tended to  principal  New  England  centers  by  means  of 
the  motor  coach  routes  of  the  New  England  Transpor- 
tation Co.,  a  New  Haven  subsidiary. 

From  Boston,  via  Providence,  Westerly,  New  London, 
New  Haven,  and  Bridgeport,  Q,C.C  Parlor  Observation 
coaches  carry  passengers  to  New  York.  From  Hartford 
to  Springfield,  from  Hartford  to  New  London,  and  on 
other  routes,  CLCC  coaches  are  used.  Through  densely 
populated  New  England,  passengers  are  carried  on  fast 


BRIDGEPORT 


f/NE,W  YORK 


Q,Cf. 

"Tiall-Scott 


,®lWESTERiy 


fEW  LONDON 


schedules,  in  sumptuous  comfort.  The  full  visibility 
from  every  seat,  made  possible  by  the  patented  Q,C,C 
Observation  design,  exerts  its  powerful  rider  appeal  in 
this  historically  interesting  territory. 

The  "mezzanine"  observation  section  of  these  coaches 
is  so  attractive  that  it  fills  first — some  operators  even 
obtain  extra  fare  for  these  seats.  Up  there  the  rear 
wheels  are  quiet,  the  wheel  houses  do  not  interfere,  the 
ventilation  is  perfect,  and  the  view  is  unobstructed. 
Down  under  the  "observation"  section  is  the  spacious, 
fully  protected  baggage  compartment,  which  loads  at 
curb  level! 

Never  have  the  requirements  of  the  Transportation  and 
Operating  Departments  been  as  auspiciously  combined. 
This  is  reflected  in  more  passenger-miles  per  coach 
mile — the  utmost  revenue  possibilities  as  well  as  the 
low  operating  cost  characteristic  of  Q,C.r,  equipment. 

AMERICAN  CAR  AND  FOUNDRY  MOTORS 

COMPANY 

30  CHURCH  STREET,  NEW  YORK 


■^M/^^at'^.i-  'J  I  I   »rfTiifi- I  'I'irlir- 1'TiiriiiiiMi 


Challenging  the  Private  Motor  Car 
with  Q^CxC  DeLuxe  Urban  Service 


^^^^m^^V^^\ 

«^ 

^-•s^^psie' 

Di 

••3  till 

|ri 

'itii 

'^ miMii S       ■ 

t 

Shoppers  and  the  business  classes  provide 
almost  constant  peak  loads,  in  both  direc- 
tions, for  the  0,C,C  De  Luxe  Urban  Coach 
operation  between  Providence  and  Bristol, 
in  Rhode  Island.  That  has  been  the  New 
England  Transportation  Company's  exper- 
ience with  the  type  of  service  made  possible 
by  its  fleet  of  Q,  C,  C  semi-de  luxe  urban 
coaches — the  first  direct  challenge  to  pri- 
vate motor  cars. 

One-hour  running  time  is  maintained,  with 
half-hour  headway,  over  this  eighteen- 
mile  route  through  four  towns.  There  are 
28  round  trips  daily — 27  on  Sunday.  The 
coaches  are  spacious  and  easy-riding,  very 
attractively  fitted,  and  conspicuously  capa- 


ble in  traffic.  This  fast,  luxurious,  relaxing 
urban  transportation — free  of  irksomeness 
— shows  its  ability  to  draw  regular  patron- 
age from  a  class  of  riders  appealed  to  by 
no  other  type  of  urban  coach. 

Operators  find  it  possible  to  obtain  higher 
than  average  fare  on  Q.C.D  de  luxe  urban 
routes.  Because  standees  can  be  properly 
accommodated  in  rush  hours,  a  higher  than 
average  load  factor  can  be  maintained  for 
de  luxe  service. 

Profitable  developments  like  the  Q,C,C  De 
Luxe  Urban  type  are  the  reason  experienced 
operators  consistently  look  to  Q.  C,  C  for 
high-revenue  equipment. 


AMERICAN  CAR  AND  FOUNDRY  MOTORS  COMPANY 

30    CHURCH    STREET,   NEW    YORK 


Q.CC  builds  the  most  comprehensive  Une  of  motor  coaches  ever  offered  by  a 
single  manufacturer.    Capacities  from  16  to  60  passenger.    All 
body  types  and  styles.     Quality  considered,  prices  are  low. 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


15 


1 


CHRISTMAS 


(^flSMl 


Sil^NEWYEAR 


Safety 

In  Holiday  Traffic 


The  traffic  problem  during  the  holiday  season  this 
year  will  be  of  tremendous  volume.  Street  Cars 
will  be  called  upon  to  handle  this  heavy  traffic  with 
the  greatest  speed,  safety  and  comfort.  NP 
Door  and  Step  Control  has  helped  establish  and 
maintain  the  safety  record  of  street  cars — the  safest 
passenger  carrier  kfiown. 


NATIONAL  PNEUMATIC  COMPANY 

Executive  Offices:  Graybar  Building,  New  York 
General  Works,  Rahway,  New  Jersey 


Chieaeo 
518  McCormlck  Buildiiig 


Manulaetured  in 

Toronto.  Canada  by 

Railway  &,  Power  Engrineering:  Corp.,  Ltd. 


Philadelphia 
1010  Colonial  Triiel  Building 


X 


16 


ELECTRIC  RAILWAY  JOURNAL 


December  17,  1927 


Saving  Seconds 
may  mean  lived 


Near  -  accident  reports,"  from 
properties  using  the  Cincinnati 
Duplex  Air  and  Magnetic  Brake, 
show  a  high  percentage  of  cases 
in  which  increased  deceleration 
gave  the  few  extra  seconds 
needed  for  the  vehicle  or  pedes- 
trian to  get  clear  of  the  track. 


Actually  the  Magnetic  Brake 
increases  the  rate  of  retardation 
(deceleration)  of  the  average 
double  truck  car  by  40  to  60 
per  cent  and  thus  effects  a  saving 
of  from  2  to  6  seconds  in  stopping 
time. 


Such  greatly  improved  braking 
efficiency  has  enabled  at  least 
two  properties  to  make  a  sub- 
stantial reduction  in  their  ac- 
cident reserve,  while  improving 
service  with  fast  schedules. 


May  we  send  you  further  evi- 
dence and  complete  technical 
data?  Quotations  from  oper- 
ating reports  on  a  famous  Ken- 
tucky property  are  given  on  the 
opposite  page. 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


17 


v^here  seconds 


From  the  written  reports  of  inspectors  on  a  fa- 
mous Kentucky  property,  "Magnetic  equipped" 

"Auto  cut  out  of  safety  zone  into  track.    Ran  within  6 
inches  of  car  but  motorman  applied  his  magnetic  and  saved 

accident." 

*  *     * 

"Auto  ran  around  in  front  of  car  but  magnetic  saved 

accident." 

*  *     * 

"Auto  came  out  from  behind  another  auto  within  20  feet  of 
car.    Magnetic  was  all  that  saved  accident." 

*  *     * 

"A  woman  walked  in  front  of  car  at  Lafayette  Hotel. 
Motorman  used  his  magnetic  brake  and  stopped  within  6 

inches  of  the  woman." 

*  *     * 

"Saved  an  accident  at and by  use  of 

magnetic.  Auto  cut  into  car." 


The  Cincinnati  Duplex  Air  & 
Magnetic  Brake  is  one  of  the 
important  features  of  the 
Cincinnati  Balanced  Light- 
weight Car  and  is  an  integral 
part  of  the  new  Cincinnati 
High  Speed  Truck. 


CINaNNATI  t»ss®»  CARS 

*^=^   still  a  step  ahead  gftJm  modem  trend/ 


18 


ELECTRIC  RAILWAY  JOURNAL 


December  17, 1927 


Fort  Worthf  c^ione  anSTWehsteii 

property f  knows  the 


th 
louh 
_  -therH 

__, Worth. 

Tftxa«,  under  cxeeative  numacement  »f 
8t4>ne  and  Webster,  Inc. 

Of  overall  steel  conatmetlon ;  39  ft.  11% 
In.  over  all;  weight  3S,000  lb.;  seating 
eavaelty  50  pa8«en(er».  Floor  covfrins. 
rreen  cork  linoleum;  mahogany  flnU)) 
Interior  trim;  leather  upholstery.  (  tuu»t 
paMeocer  a{>peal  and  comfort  in  everv 
detail. 


i 


December  17, 1927 


ELECTRIC  RAILWAY  JOURNAL 


19 


value  of  ride'Selling  cars  J 


IF  you  saw  this  BIRNEY  car  at  Cleveland,  you  know 
its  sales  appeal. 

And  when  ten  of  these  new  cars  roll  smoothly  and 
quietly  on  the  streets  of  Ft.  Worth,  Texas,  the  Northern 
Texas  Traction  Company  will  find  a  grateful  public 
ready  to  ride. 

Modern  transportation  units  like  this  lift  the  street  car 
to  a  higher  plane  of  service.  And  because  such  service 
fulfills  the  operator's  obligation  to  the  public,  the  street 
car  becomes  the  rider's  choice  —  even  in  the  face  of 
strenuous  competition. 

Properties  which  have  applied  these  principles  of  modern 
merchandising  to  electric  railway  transportation  are 
reaping  revenue  increases. 

Fort  Worth  is  one  of  them. 

■ 

Why  not  make  it  possible  to  sell  rides  on  your  property? 


5t.LnviisCar£^A. 


20 


ELECTRIC  RAILWAY  JOURNAL 


December  17,  1927 


PHONO 'ELECTRIC  OVERHEAD  IS  A  MEASURABLE  ECONOMY 


Only  the  highest  grade  raw 
materials  are  used.  Virgin 
copper  ingots,  testing  over 
99.9%  pure*  are  the  basis 
of  Phono  wire. 


No  one  has 

ever  set  higher 

quaUty  standards 

for  wire; 


Every  pour  of  Phono  metal 
is  double  sampled  and 
analyzed.  A  runner  carries 
a  poured  sample  to  the 
laboratory  to  check  the 
contents  of  the  furnace. 


Each  furnace  charge  is  ac- 
curately weighed  out.  A 
small  amount  of  Banca  tin 
is  packaged  for  the  Phono 
charge. 


I 


Under  accurate  control,  a 
large  charge  is  melted  in 
an   electric   arc    furnace. 


Every  so  often  you  hear 
whispers  of  strange  doings 
from  behind  the  barred  doors 
of  research  laboratories.  Our 
own  research  has  little  mystery 
connected  with  it.  One  of  its 
duties  is  making  certain  that 
Phono-Electric,  and  its  allied 
wires,  are  maintained  at  the 
high  standards  of  quality  and 
uniformity  which  its  reputa- 
tion demands. 


Frankly  we  believe  it  would  be 
impossible  to  take  greater  care 
in  the  manufacture  of  a  prod- 
uct. 


Later  the  gate  end  of  the 
1>illet  is  sawed  off  and 
visually  inspected  for  sub- 
surface defects. 


"Conductivity  Bridge"  for 
determining  electrical  char- 
acteristics of  Phono  wires 
that  have  been  accurately 
drawn   to   finished   sizes. 


BRIDGEPORT  BRASQ 

-■— ^      PHONO-ELECTRIC      PHONO  HI-CON      PHONO  HI- STRENGTH       L-/ 

A     COMPLETE     WIRE     SERVICE    FOR    ELECTRIC    RAILWAYS 
Bridgeport  Brass  Co..  Bridgeport,  Conn.      .      New  York      -      Philadelphia      -       Chicago      -      Detroit      .      Cleveland 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


21 


'-fcyj||&.J 


1928- 


another  year  I 

fill   another  budget  • 


ThGrmit 


Budget  time  is  coming  and  it's  time 
to  "Think  of  Thermit" 

Consider  the  rail  joint  problem — and 
the  modern  demand  for  smooth-riding 
track,  quiet-riding  track,  long-wearing 
track. 

Can  you  afiford  to  temporize  longer 
with  anything  less  than  a  permanent 
weld?  Can  you  be  satisfied  with  less 
than  a  joint  eliminating  process  in 
which  "the  first  cost  is  the  last  cost?" 

Thermit  affords  a  permanent  weld.  It 
makes  a  continuous  smooth-riding  rail 
which  causes  no  more  costs  for  main- 
tenance, after  the  original  installation 
is  made. 

Get  the  Thermit  estimates  ready  now 
— and  put  them  in  your  1928  budget. 
Show  your  Board  of  Directors  the 
facts — and  they'll  O.K.  the  Thermit 
program. 


METAL   &_,  THERMIT  CORPORATION^ 


IZP     B  RP A  DWAY  .  N  EW  YORK .    N.Y. 


PITTSBURGH 


CHICAGO 


BOSTON 


SOUTH    SAN   FRANCISCO 


TORONTO 


22 


ELECTRIC  RAILWAY  JOURNAL 


December  17, 1927 


J 


\ 


Of  all  the  phases  of  modemiza' 
don,  increased  schedule  speed 
has  the  most  far-reaching  eflFect 
on  earnings.  It  boosts  your 
"production"  per  man-hour, 
and  thereby  reduces  operating 
cost  per  car-mile.  Most  impor- 
tant of  all,  it  sells  more  service. 


<:^^l"fe 


Do  modem  cars  increase  schedule  speed? 

Here  are  reports  from  six  roads.  Each  has  improved  its  schedules 
during  recent  years.  In  each  case  modern  cars  were  necessary. 
General  Electric  car  equipment  is  used  on  every  road. 

"New  equipment  was  necessary  to  maintain  the  increased 
schedule  speeds  in  most  cases." 

Levis  (P.  Q.)  T.amwavj  Ca 

"New  light-weight  cars,  weight  32,000  pounds  using  GE- 
258  Motors,  have  been  purchased  and  these  accelerate 
much  faster  than  the  older,  heavy  type  of  car." 

Morris  Countt  (N.  J.)  Traction  Ca 

"Schedule  speeds  increased  by  a  gradual  cut  in  running 
time;  also  through  new  equipment  affording  better 
acceleration." 

Niw  Orleans  (La.)  Public  Service,  Inc. 

"Schedule  speeds  slightly  increased.  By  reducing  stand 
time;  also  by  the  use  of  new  equipment." 

Birmingham  (Ala.)  Electric  Co. 

"Our  schedule  speed  has  been  increased.  Made  possible 
by  better  track  conditions;  improvements  in  equipment 
such  as  light-weight  all-steel  construction  and  improve- 
ments in  the  motor  design  which  give  the  car  a  faster 
acceleration  and  running  speed;  giving  more  attention  to 
schedule  maintenance  and  construction;  a  more  thorough 
study  of  traffic  conditions." 

San  Antonio  (Tex.)  Pubuc  Servicb  Coupant 

"Schedule  speed  increased  from  8  miles  to  9.2  miles  an 
hour.  This  was  accomplished  by  making  a  survey  and 
finding  every  possible  place  where  the  speed  could  be  in- 
creased, and  also  by  using  new  equipment  in  the  form 
of  safety  cars  with  a  quick  pick  up  and  by  eliminating 
all  unnecessary  lagging." 

Wisconsin  Power  6^  Light  Co. 


The  resources  and  the  service 
of  the  entire  G-E  organization 
are  available  to  consider  the 
problems  of  modernization  and 
co-ordination — to  find  the  most 
effective  means  of  transporta- 
tion and  to  build  appropriate 
equipment. 


^^^  ^^^  330-19 

GENERAL  ELECTRIC 


Electric  Railway  Journal 

Consolidation  of  Street  Railway  Journal  and  Electrtc  Railway  Review 

Published  by  McGraw-Hill  Publishing  Company,  Inc. 

Charles  Gordon,  Editor 


Volume  70 


New  York,  Saturday,  December  17,  1927 


Number  25 


What  Is  a  Modern  Car? 


REQUIREMENTS  of  the  modern  car  have  been  dis- 
cussed at  length  so  often  that  it  would  seem  there  is 
nothing  more  to  be  said.  Still,  despite  all  the  publicity 
that  has  been  given  to  the  subject  doubt  seems  to  exist  in 
the  minds  of  some  railway  men  as  to  just  what  constitutes 
a  modern  car.  For  instance,  the  manager  of  a  property 
recently  approached  his  banker  with  a  request  for  funds 
with  which  to  purchase  some  modern  cars  for  his  road. 
The  banker  asked  him  to  find  out  if  he  could  obtain 
cars  in  the  second-hand  market  that  would  be  "just  as 
good"  as  the  new  cars  he  wanted.  Naturally  this  was 
discouraging,  but  the  manager  set  out  to  prove  that  by 
no  stretch  of  the  imagination  could  cars  cast  off  else- 
where be  the  equal  of  new  ones  for  his  own  property. 

Practically  all  the  changes  which  have  been  incor- 
porated in  modern  electric  railway  equipment  have  been 
included  with  the  idea  of  making  the  cars  earn  greater 
profits,  for  after  all  the  purpose  of  a  railway  is  to  earn 
a  return  on  its  investment,  whether  it  is  a  private  com- 
pany organized  for  profit  or  a  municipality  pledged  to 
give  service  to  the  community.  The  innovations  are 
generally  made  to  increase  speed,  safety,  comfort  and 
appearance.  Some  changes  are  primarily  to  reduce  op- 
erating expense,  but  usually  they  cannot  be  considered 
apart  from  the  others. 


Four  Essentials  for  Present-Day  Equipment 

WHILE  the  several  elements  that  make  for  improve- 
ment in  these  various  lines  have  been  the  subject 
of  articles  and  editorials  in  this  paper  from  time  to  time 
a  recapitulation  gives  a  means  for  the  management  of 
any  property  to  check  up  and  determine  if  its  equipment 
really  is  modern. 

Speed  is  a  relative  quantity.  What  is  desired  is  not 
necessarily  a  high  maximum  velocity,  but  a  high  average 
from  one  end  of  the  run  to  the  other.  This  involves 
many  elements.  The  car  must  be  light  enough  in  weight 
that  a  reasonable  motor  equipment  can  handle  it.  The 
motors  must  be  sufficiently  powerful  to  accelerate  the 
car  quickly  and  to  maintain  a  reasonably  high  maximum 
speed.  The  structure  must  be  strong  enough  to  withstand 
the  strains  incident  to  a  hard  schedule.  Brakes  must  be 
reliable  and  must  give  smooth  and  rapid  retardation.  So 
much  for  the  movement.  The  modern  car  must  also  be 
designed  to  minimize  the  lack  of  movement,  or  standing 
time.  There  must  be  facilities  for  rapid  collection  of 
fares  to  prevent  waste  of  time.  For  the  same  reason 
there  must  be  effective  control  of  passenger  movement 
within  the  car.  It  must  be  easy  for  the  passengers  to 
board  and  alight  quickly  to  prevent  delays  to  car  move- 
ment. This  involves  the  design  of  doors  and  door  mech- 
anisms that  work  surely  and  swiftly. 


Safety  likewise  demands  full  control  of  a  number  of 
elements.  Efficient  and  reliable  brakes  have  been  referred 
to  already,  as  have  high  quality  of  materials  and  correct- 
ness of  design.  The  steps  must  be  of  proper  height  and 
width  and  there  must  be  convenient  arrangements  for 
ingress  and  egress.  Positive  signaling  systems  are  needed 
if  two  men  operate  the  car  and  in  any  event  there  must 
be  positive  control  provided  to  insure  closing  and 
unfailing  action  of  the  doors.  Automatic  protection  of 
the  passengers  in  the  event  of  incapacitation  or  careless- 
ness of  the  operators  is  now  considered  an  essential. 

Comfort  demands  attention  to  many  details.  The 
seats  and  the  seating  arrangement  must  be  satisfactory. 
There  must  be  ample  heat  and  light  and  good  ventilation. 
There  must  be  freedom  from  roughness  in  handling  the 
equipment.  Proper  facilities  must  be  provided  for  the 
operator,  and  the  automatic  features  must  be  simple  and 
easy  to  work  with.  Arrangements  to  prevent  crowding 
around  the  doors  and  in  the  aisles  are  also  factors  in 
promoting  both  comfort  and  safety. 

Appearance,  which  is  considered  so  essential  today, 
requires  good  architecture  and  departure  from  conven- 
tional design.  The  latest  models  have  low  headroom  and 
clear  vision  for  passengers  and  operators,  particularly 
the  view  ahead.  Lines  must  be  graceful,  both  inside  and 
out.  Unsightly  apparatus  either  must  be  redesigned  or 
concealed.  Interior  appointments  must  be  good,  the  floor 
covering  attractive  and  the  accessories  must  harmonize 
with  the  design.  A  pleasing  decorative  scheme,  both  on 
the  interior  and  the  exterior,  is  essential.  The  signing 
should  give  the  patron  a  means  of  choosing  the  right  car 
without  hesitation. 

These  features  have  their  primary  eflfect  on  the  earn- 
ings of  the  car.  It  stands  to  reason  that  the  parts  should 
be  designed  for  maximum  efficiency  in  operation.  The 
equipment  should  be  easy  of  maintenance  and  it  should 
need  but  little  time  in  the  shops,  where  it  is  unproductive. 
Anything  that  reduces  the  standing  time  of  the  car  pro- 
motes speed,  and  in  turn  reduces  operating  cost  per  unit 
of  service  rendered.  Safety  features  likewise  reduce 
accident  expense.  Features  that  permit  the  use  of  one 
man  instead  of  two  reduce  platform  cost.  Lightness  of 
weight  reduces  the  cost  of  energy,  wear  on  track  and 
paving  and  wear  of  the  car  itself. 

Few  cars  so  far  designed  and  built  embody  all  these 
desirable  characteristics.  Often  pet  ideas  of  the  designer 
or  of  the  operator  militate  against  the  attainment  of  all 
the  best  points  in  one  structure.  However,  as  the  prin- 
ciples of  modern  design  are  becoming  better  and  better 
understood  there  is  a  distinct  trend  toward  the  inclusion 
of  more  and  more  of  the  desirable  features,  with  the  re- 
sult that  the  latest  cars  are  far  in  advance  of  those  built 
a  few  years  ago.  As  to  the  financial  results,  the  state- 
ments of  many  railways  bear  ample  witness  of  their 


success. 


This  is  the  issue  in  December  that  is  devoted  essentially  to 
maintenance  and  construction  subjects 


1090 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


Growing  Pains 

FOR  the  past  several  years  the  mass  of  workers  on 
Chicago's  transportation  systems  have  been  subjected 
to  management  policies  and  influences  which  have  gradu- 
ally permeated  through  to  the  lowliest  platform  recruit. 
Square  dealing  has  been  the  first  rule  in  that  policy — 
square  dealing  flanked  by  sincerity  and  backed  by  courage 
and  firmness.  No  compromise  has  been  tolerated  regard- 
ing the  joint  responsibility  of  management  and  labor  to 
protect  the  public's  interest.  The  principle  has  been 
firmly  maintained  that  transportation  systems  are  run  to 
serve  the  public  first  and  to  earn  a  fair  return  to  capital 
and  labor  second.  The  worker  who  would  serve  his  own 
interests  or  gratify  his  own  feelings  at  the  expense  of  his 
patrons  has  been  classed  as  an  unfit  employee  for  a  pul)lic 
service  company. 

Management  expects  co-operation  because  it  merely 
shares  with  the  workers  the  responsibility  of  providing 
safe,  dependable,  efficient  and  courteous  service.  It  in- 
sists upon  obtaining  this  co-operation  in  full  measure. 
In  return  it  gives  intelligent  and  expert  direction,  impar- 
tial justice,  sympathetic  understanding  and  courageous 
leadership.  This  is  the  creed  that  has  gradually  perme- 
ated into  the  ranks  of  Chicago  transportation  workers. 
In  the  day-to-day  contacts  between  men  and  management, 
the  principle  of  fair  dealing  has  been  put  not  so  much 
into  words  as  into  action.  So  it  was  inevitable  that  deep- 
seated  currents  of  readjustment  should  be  set  in  motion. 
New  leaders  arise  to  question  reactionary  labor  think- 
ing. Old  leaders,  failing  to  grasp  the  full  import  of  new 
conditions,  struggle  to  maintain  their  prestige  and  influ- 
ence. Thus  events  which  in  themselves  may  confuse  the 
casual  observer  are  better  understood  when  under- 
lying forces  and  influences  are  perceived.  For  many 
years  the  mental  attitude  of  Chicago  transportation  labor 
was  far  from  healthy.  Present  symptoms  indicate  an 
acute  case  of  growing  pains. 


Increased  Attention  to  the  Power  Drives 
of  Railway  Shops  Will  Pay 

IN  THESE  times  of  high  costs  for  labor  and  materials, 
electric  railway  managements  are  interested  in  any- 
thing that  will  reduce  expenses.  One  thing  that  has  not 
received  the  attention  that  it  deserves  is  the  mechanical 
power  drive  used  in  shops. 

If  railway  shops  were  part  of  an  industrial  plant, 
experienced  mechanical  power  transmission  engineers 
would  be  engaged  to  make  certain  that  shafting  is  in  ac- 
curate alignment,  that  pulleys  are  of  proper  size  to 
develop  highest  efficiency  for  the  individual  machine 
tools,  that  belting  is  of  a  class  to  give  longest  service 
with  low  maintenance  cost  and  freedom  from  interrup- 
tions, that  all  excessive  slippage  is  eliminated,  that  mod- 
ern lubrication  practice  is  followed  and  that  excessive 
friction  from  plain  bearing  transmission  equipment  is 
avoided.  Since  by  some  persons  railway  shops  are 
thought  of  as  only  repair  shops,  little  attention  is  given 
by  them  to  the  factors  that  enter  into  efficient  mechanical 
drive.  As  long  as  a  machine  tool  will  operate  at  a  speed 
somewhere  near  what  is  expected  the  drive  is  assumed  to 
be  all  right. 

To  show  how  easy  it  is  to  let  bad  practices  creep  in,  a 
recent  inspection  by  a  belting  engineer  in  one  shop 
showed  that  there  was  a  power  loss  of  nearly  50  per  cent 
between  the  driving  motor  and  the  group  of  machines 


served.  A  few  very  simple  changes. brought  the  efficiency 
up  to  normal. 

Nearly  every  electric  railway  shop  has  a  wood  mill, 
where  there  is  an  accumulation  of  dust.  Dirty  belts  have 
excessive  slippage  and  as  a  result  there  is  rapid  wear  of 
the  belts  themselves  and  of  the  pulley  faces.  Belts  used 
in  such  a  place  should  have  a  tension  higher  than  normal, 
or  else  there  should  be  large  arcs  of  contact  on  the  small 
pulleys  to  prevent  slippage.  A  common  method  of  ob- 
taining a  large  contact  arc  is  by  use  of  a  gravity  idler. 
Composition  pulleys  sometimes  help  reduce  slippage. 
Where  an  accumulation  of  dust  cannot  be  prevented  on 
belts  it  is  especially  necessary  to  consider  the  quality  of 
the  belt  material  used,  as  long  life  and  low  maintenance 
cost  can  best  be  obtained  by  having  a  pliable,  tough  and 
strong  belt.  The  type  of  fastening  used  for  belts  is  also 
an  important  factor  in  preventing  interruptions. 

Enforced  idleness  of  a  machine  at  a  time  when  it  is 
urgently  needed  may  cause  a  car  to  be  held  in  the  shop 
much  longer  than  otherwise.  Its  earning  power  is  thus 
decreased,  although  the  fact  may  not  be  known  to  the 
management.  It  should  be  the  duty  of  the  shop  foreman 
to  show  just  what  is  needed  to  get  production  standards 
in  the  shop  up  to  the  most  economical  point,  and  specifi- 
cally to  point  out  conditions  that  he  cannot  remedy  with 
his  own  forces. 

In  looking  for  additional  opportunities  to  decrease  costs 
during  the  coming  year  general  managers  will  do  well  to 
have  conditions  of  the  mechanical  power  transmitting 
equipment  in  shops  investigated  and  make  desirable 
changes. 

Many  Important  Considerations  Enter  Into 
Comfortable  Seat  Design 

COMFORTABLE  seats  in  cars  are  essential  if  pas- 
senger riding  is  to  be  increased.  Until  a  few  years 
ago  electric  railways  gave  little  consideration  to  this  most 
vital  question.  A  seat  which  would  not  wear  out  and 
which  reversed  satisfactorily  if  used  for  double-end 
operation,  or  stood  up  rigidly  for  single-end  operation, 
was  good  enough.  Some  of  the  blame  for  this  indiffer- 
ence may  be  laid  to  the  manufacturer,  but  operators  did 
not  take  readily  to  the  idea  of  providing  comfort  for  the 
riders,  particularly  when  it  was  found  that  improvements 
would  increase  costs. 

At  present  there  is  somewhat  of  a  tendency  to  go  to  the 
other  extreme  without  thought  of  longevity  and  ease  of 
maintenance  of  the  seat  itself.  Many  of  the  experimental 
seats  installed  may  be  classed  as  comfortable,  but  free- 
dom from  maintenance  trouble  appears  to  have  been 
given  insufficient  consideration. 

A  high  seat  back  that  provides  a  head  rest  for  the 
passenger,  even  though  correctly  designed,  is  not  neces- 
sarily comfortable,  because  all  too  often  the  rider  can- 
not take  the  proper  position  due  to  too  close  spacing  of 
the  seats  themselves.  A  cushion  can  be  soft  and  yet 
uncomfortable,  particularly  if  care  is  not  used  in  deter- 
mining the  height  above  the  floor.  Cushion  heights 
from  19  in.  to  even  22  in.  are  used  too  commonly,  when 
a  16i-in.  to  18-in.  height  should  be  a  maximum.  To  use 
the  lower  height  satisfactorily,  study  should  be  made  of 
heater  side  wall  and  design  of  the  car  in  relation  to  the 
seats  themselves. 

If  it  becomes  necessary  to  replace  seats  in  a  few  years, 
the  cause  of  comfortable  seating  will  get  a  setback,  but 
this  IS  inevitable  unless  great' care  isused  in  securing 
a  seat  that  is  not  only  comfortable  but  is  so  ruggedly 


December  17, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1091 


constructed  that  it  will  stand  the  severe  service  required 
and  do  so  without  excessive  cost  of  maintenance.  Seats 
for  passenger  cars  cannot  be  built  like  parlor  furniture 
and  be  expected  to  stand  up  in  service.  The  springs 
should  be  tempered  so  as  to  give  proper  deflection  with- 
out taking  a  set  and  the  spring  units  should  be  designed 
and  constructed  to  give  an  absolute  minimum  of  uphol- 
stery deformity.  Many  years  have  been  spent  in  study- 
ing upholstery  foundations  for  car  service.  The  lessons 
learned  should  not  be  disregarded. 

Comfort  in  seats  has  emphasized  the  necessity  for  use 
of  softer  covering.  Canvas-lined  rattan  unquestionably 
is  an  excellent  covering  for  withstanding  wear.  It  is 
easy  to  maintain  in  a  presentable  condition.  This  cover- 
ing, however,  is  being  replaced  to  a  great  extent  by 
plush  and  genuine  leather,  although  recently  soft  and 
comfortable  seats  have  been  designed  to  utilize  the  ex- 
cellent qualities  of  rattan  in  combination  with  leather 
or  plush.  For  certain  kinds  of  service  this  combination 
works  out  satisfactorily. 


sity  for  concerning  itself  with  the  commission's  valuation 
or  with  the  method  of  the  commission  in  reaching  its 
conclusion. 


O'Fallon  Case  Did  Not  Decide 
Valuation  Basis 

NOT  until  the  Supreme  Court  of  the  United  States 
passes  upon  the  matter  will  the  so-called  O'Fallon 
railroad  valuation  case  be  settled.  In  the  decision  just 
rendered,  the  Federal  Court  for  the  Eastern  District  of 
Missouri  sustained  the  order  for  recapture  of  earnings 
issued  against  the  O'Fallon  road  after  modifying  it  in 
one  particular.  The  court  held  the  commission's  de- 
termination valid  with  specific  reservation  that  the 
methods  used  in  arriving  at  a  value  on  which  the  per 
cent  of  earnings  is  calculated  should  not  enter  into  the 
case.  The  two  circuit  judges,  Kimbrough  Stone,  who 
handed  down  the  decision,  and  Arba  Van  Valkenburgh, 
agreed  on  this  point.  The  district  judge,  Charles  B. 
Faris,  concurred  in  the  judgment,  but  expressed  the 
opinion  that  the  commission's  valuation  method  was 
justified,  although  defective  in  some  particulars.  The 
two  circuit  judges  held  it  unnecessary  to  go  into  the 
basis  of  valuation  or  the  question  of  confiscation,  because 
the  road  earned  more  than  6  per  cent  on  the  full  valua- 
tion claimed  by  it.  They  said  that  under  such  circum- 
stances a  claim  of  confiscation  could  hardly  be  made. 
The  decision  read  in  part  : 

It  seems  that  the  contention  of  the  United  States  is  well 
founded :  that  the  verity  of  the  commission's  valuation  herein 
need  not  be  examined  and  cannot  affect  the  recapture  order,  and 
that  therefore  such  order  is  not  open  to  attack  upon  the  grounds 
of  wrongful  valuation.  If  this  be  true,  it  is  unnecessary  to  exam- 
ine and  determine  the  various  contentions  made  by  the  parties 
and  amici  curiae  concerning  the  proper  manner  of  ascertaining 
value  hereon. 

In  his  cominents.  Judge  Faris  said  that  a  valuation 
arrived  at  by  the  sole  use  of  either  the  "prudent  invest- 
ment" theory,  ba.sed  on  the  cost  when  constructed,  or  on 
the  present  cost  of  reproduction  new  less  depreciation, 
would  work  presently  to  the  public  and  eventually  to  the 
carriers  themselves  such  monstrous  iniquity  as  to  pre- 
clude wholly  the  use  of  either  of  such  methods  ex- 
clusively, and  would  eliminate  the  notion  that  Congress 
contemplated  the  exclusive  use  of  either  of  such  methods. 

Summed  up,  the  court  held  that  6  per  cent  upon  the 
value  affixed  by  the  commission  on  the  O'Fallon  prop- 
erty, plus  one-half  of  what  it  termed  "excess  earnings" 
for  the  several  years  considered,  taken  together,  consti- 
tute a  fair  return  upon  the  value  of  the  property  even 
as  claimed  by  the  carrier.    The  court  thus  saw  no  neces- 


The  Theory  on  Which  the  Commission  Acted 

THE  O'Fallon  case  was  the  first  decision  by  the  Inter-  ~ 
state  Commerce  Commission  interpreting  and  apply- 
ing the  so-called  recapture  clause  of  the  transportation 
act  of  1920.  Since  no  definite  rule  of  valuation  was  laid 
down  in  the  transportation  act  of  1920,  the  commission 
proceeded  on  its  own  initiative.  By  a  vote  of  6  to  4  it 
held  in  effect  that  the  value  of  the  property  for  rate- 
making  purposes,  as  determined  by  the  commission  for 
1914,  approaches  more  nearly  the  reasonable  and  neces- 
sary assessment  on  the  property  than  the  cost  of  repro- 
duction of  it.  It  felt  warranted  in  basing  the  valuation 
on  its  tentative  valuation  figures  of  1919  (based  on  1914 
unit  prices)  as  far  as  available,  allowing  for  property 
added  in  succeeding  years  at  actual  cost  less  depreciation, 
without  giving  effect  to  the  cost  of  reproducing  the 
original  property  at  present-day  prices.  The  idea  of  cost 
of  reproduction  new  at  prices  current  on  the  valuation 
date,  laid  down  as  a  rule  in  previous  court  decisions,  was 
rejected  by  the  majority  of  the  commission  on  the  ground 
that  it  would  prevent  stability  of  rates  and  that  it  was 
unjust  and  unworkable.  Between  that  method  and  the 
use  of  1914  prices  as  a  base,  the  commission  held  no 
intermediate  practice  was  "possible  which  is  capable  of 
being  applied  to  any  rule  independent  of  the  caprice  of 
those  who  apply  it." 

The  theory  upon  which  the  commission  justified  its 
adoption  of  1914  prices  appears  to  be  that  that  price 
level  is  one  which  will  be  fair  to  all  concerned.  The  idea 
of  the  commission  seems  to  be  that  if  the  carriers  are 
protected  in  their  right  to  earn  a  fair  return  upon  a  value 
for  physical  property  so  determined,  with  some  allow- 
ance for  going  concern  value  and  working  capital, 
fixed  in  the  discretion  of  the  commission,  the  roads  will 
have  no  ground  for  alleging  confiscation  and  will  have 
received  all  the  returns  that  can  justly  be  claimed  by 
owners  of  property  who  have  voluntarily  dedicated  it  to 
the  public  service. 

These  comments,  it  is  believed,  summarize  the  various 
points  of  view  of  the  commission  and  the  court  cor- 
rectly. So  far  as  the  railroads  are  concerned,  the  opinion 
of  the  general  counsel  of  the  Association  of  Railroad 
Executives  is  to  the  effect  that  even  admitting  that  the 
road  might  be  receiving  a  fair  return  upon  its  own  valua- 
tion figures,  the  decision  had  the  effect  of  preventing  the 
road  from  receiving  a  return  as  great  as  Congress  deemed 
it  entitled  to  receive.  The  feeling  of  the  railroads  ap- 
pears to  be  that  the  court  decided  the  case  without  con- 
sideration of  the  correctness  of  the  value  placed  by  the 
railroad  on  its  own  property. 

It  is  understood  that  the  Supreme  Court  will  hold  an 
open  session  on  Dec.  19  to  consider  motions  for  perfect- 
ing an  appeal.  It  is  expected  that  in  that  proceeding 
the  issue  will  be  decided  of  whether  the  highest  couit 
will  finally  direct  the  commission  to  give  greater  weight 
than  it  appears  to  have  done  to  the  present  reproduction 
cost  as  one  of  the  criteria  of  values  and  perhaps  also 
whether  it  will  direct  the  commission  to  accompany  its 
findings  of  value  with  a  definite  statement  of  the  manner 
in  which  it  gave  weight  to  reproduction  cost.  Should 
the  court  by  chance  decline  to  pass  upon  the  valuation 
and  confiscation  questions  and  affirm  this  adverse  ruling 
the  railroads  wou'd  be  back  where  they  started. 


1092 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


A  hinged  tripod,  together  with  a  standard  jack,  is  used  to  push 
armature  bearing  housings  (torn  their  seats 


Method  of  storing  armatures  in  one  of  the  baking  ovens 
of  the  railway 


At  left — The  pressing  of  vestibule  comer  posts  and  other  large  members  after  gluing  is  done  by  special  presses. 
At  right — Equipment  used  to  test  heater  coils  to  insure  uniform  resistance 


Machine  used  for  cutting  tongued-and-grooved  flooring. 
The  insert  shows  the  type  of  flooring  used 


Staple  driver  for  making  repairs  to  seat  cushions 
without  removing  seat  parts 


At  left,  heated  insulation  compound  is  poured  into  the  motor  frame,  which  is  rotated  so  that  the  compound  fills  all  corners 
and  inaccessible  places.     At  right,  polarity  of  the  fields  is  checked  by  a  compass 

Special  Devices 

IMPROVE  MAINTENANCE 

in  Chicago  Shops 


MANY  improvaiients  made  recently  in  shop  prac- 
tices and  equipment  of  the  Chicago  Surface 
Lines  have  resuUed  in  greater  efficiency  and 
output  and  reduced  maintenance  costs.  On  a  system  the 
size  of  the  Chicago  Surface  Lines  shop  work  is  im- 
portant. Many  details  of  maintenance  practice  and 
equipment  are  given  in  the  company's  brief  for  the  1927 
Coffin  Award.  In  the  two  principal  shops  of  the  system 
there  are  34  persons  in  a  supervisory  capacity  and  978 
employees.  In  the  repair  and  cleaning  departments  of 
the  car  stations  there  are  64  supervisors  and  1,361  em- 
ployees, making  a  total  of  98  in  supervisory  positions 


and  2,345  employees.     Some  of  the  shop  practices  are 
given  in  the  following  paragraphs. 

In  overhauling  motors  one  of  the  fir.st  operations  is 
to  remove  the  armature.  Considerable  time  and  labor 
have  been  saved  in  the  removal  of  armatures  from  box 
frame  motors  through  a  special  device  built  in  the  shops. 
It  consists  of  a  hinged  tripod,  two  legs  of  which  hook 
into  the  motor  commutator  cover  hole,  while  the  third 
leg  hooks  into  the  bottom  inspection  hand  hole.  Pressure 
on  a  jack  placed  between  the  apex  of  the  tripod  and 
the  end  of  the  armature  shaft  causes  the  armature  to 
push  the  pinion  end  bearing  housing  from  its  seat,  after 


The  clock  (at  left)  controls  four  heat  circuits. 

The  switch  (above)  controls  oven  temperature. 
The  insert  shows  details  of  the  switch. 

Heater  units  (at  right)  are  placed  below  plates 
which  support  containers  for  insulating  com- 
pounds.   One  of  these  units  is  shown  in  the  insert. 

1093 


1094 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


which  the  armature  can  be  withdrawn  from  the  frame 
without  difficulty. 

The  practice  of  dipping  and  baking  armatures  is  car- 
ried out  very  carefully.  It  has  been  followed  since  1922 
and  extensive  facilities  have  been  provided  for  the  care 
of  the  12,000  armatures  used  by  the  system.  Details  of 
some  of  the  baking  oven  equipment  by  which  the 
capacity  was  increased  considerably  were  given  in  Elec- 
tric Railway  Journal  for  March  20,  1926.  The 
method  of  storing  armatures  during  baking  so  as  to 
get  a  maximum  number  in  a  limited  space  is  a  par- 
ticular feature.  Clamps  for  handling  armatures  by  the 
overhead  rail  conveyor  system  with  chain  hoist  have 
assisted  materially  in  rapid  handling  and  also  in  reducing 
the  amount  of  labor  necessary. 

Control  of  the  oven  temperature  at  the  South  shops 
of  the  railway  is  by  means  of  a  seven-day  clock  and  con- 
tactor panel.  The  clock  controls  four  heat  circuits. 
Three  sets  of  heaters  are  turned  on  at  4  p.m.  and  off  at 
6  a.m.  each  day  except  Saturday,  while  the  fourth  is 
under  thermostatic  control  during  those  hours,  so  that 
it  cuts  in  and  out  as  the  temperature  varies  in  the  oven. 


Circular  fixture  (or  supporting  motor  frames  during  welding 

At  the  West  shops  of  the  company  three  circuits  of 
heaters  are  used,  two  being  under  thermostatic  control 
established  through  a  contactor  and  quick  l)reak  switch, 
actuated  by  a  length  of  No.  00  copper  trolley  wire  placed 
at  the  top  of  the  oven  and  anchored  at  one  end  so  that 
all  expansion  must  take  place  in  one  direction.  As  the 
temjierature  rises  the  expansion  of  the  rod  causes  the 
switch  to  operate  at  a  predetermined  point.  This  control 
and  quick  break  switch  are  of  shop  design  and  manu- 
facture, but  have  been  found  more  reliable  than  some 
other  types  of  thermostats. 

Insulating  compound  is  also  used  on  the  inside  of 
motor  shells.  For  heating  this  compound  an  electric 
heater  made  of  six  1,000-watt  heater  units  has  been 
placed  below  plates  which  support  the  compound  con- 
tainers.     The    heating    compound    is    poured    into    the 

Equipment  used  to  finish  armature  shafts  and 
make  air  brake  repairs 

1.  A  Landis  grinder  finishes  the  armature  shaft  to  required 
size. 

2.  After  threading  for  the  pinion  nut,  keyways  are  cut. 

3.  A  special  reaming  attachment  is  used  to  recondition  air 
compressor  cylinders  that  have  become  worn  out  of  round  or 
tapered. 

4.  Machine  for  running  in  crankshaft  bearings. 


December  17, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1095 


motor  frame.  By  rotating  the  frame  about  its  axis 
the  compound  fills  and  insulates  corners  and  surfaces 
that  are  inaccessible  to  a  brush.  A  system  of  taps  and 
switches  has  been  devised  so  that  the  same  current  used 
in  the  compound  heating  element  can  be  used  in  the 
testing  of  polarity  and  insulation  of  the  motor.  Polarity 
of  fields  is  checked  with  a  compass. 

Where  the  housing  fits  in  railway  motor  frames  are 
worn  it  is  the  practice  to  build  these  up  by  welding 
and  then  to  rebore  them.  To  assist  in  handling  the 
motors  conveniently  while  welding  a  special  fixture  has 
been  constructed.  This  consists  of  a  circular  cage 
formed  from  a  hinged  framework  mounted  on  a  truck 
with  small  roller  castors.  The  motor  in  its  cage  can  be 
hauled  about  to  a  convenient  location  for  welding  and 
also  transported  for  assembling.  To  place  a  motor  case 
in  the  cage  the  upper  half  is  swung  back  on  its  hinges 


Low  portable  scaffold  used  for  painting  the  upper  parts 
of  car  body  sides 


and  the  motor  is  placed  in  the  lower  portion.  The  top 
part  is  then  closed  into  position  and  the  clamping  studs 
around  the  outside  are  adjusted  to  hold  the  motor  rigidly. 
The  cage  rests  on  rollers  at  the  bottom  so  that  it  can  be 
rotated  with  the  motor  case  inside.  It  is  thus  possible 
for  the  welder  to  place  this  in  any  convenient  position 
and  the  welding  work  is  not  hampered  through  the 
operator  having  to  work  in  a  cramped  position. 

After  welding,  the  motor  frames  are  rebored  in  a 
twelve-tool  boring  machine,  which  is  essentially  a  four- 
spindle  horizontal  boring  mill.  The  four  spindles  are 
grouped  in  pairs  of  two  in  such  a  manner  that  all  four 
bores  are  completed  at  the  same  time.  Speeds  can  be 
adjusted  to  suit  the  thickness  and  hardness  of  the  welded 
material  in  each  built-up  frame. 

Armature  shafts  are  turned  out  on  a  production  basis 
in  the  Chicago  shops  on  a  group  of  machine  tools.  The 
rough  shafting  is  first  centered  and  then  rough-turned 


5.  Intake  and  exhaust  valves  are  seated  by  power  grinding. 

6.  This  wheel   press   is  arranged   so  that  two  wheels  can  be 
pressed  on  the  axle  at  the  same  time. 

7.  A  special  U-shaped  block  is  arranged  so  that  the  thrust  is 
taken  by  the  hub  of  the  wheel  instead  of  by  the  end  of  the  axle. 

8.  Door   stiles  and   rails  are   formed  m  a  machine  with  two 
horizontal  spindles. 


1096 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


in  an  ordinary  heavy-duty  engine 
lathe.  Finished  turning  is  done  in  a 
low-swing  lathe  which  has  multiple 
tool  posts.  The  saving  in  time  result- 
ing from  the  simultaneous  use  of 
four,  five  or  six  tools,  combined  with 
the  use  of  cooling  fluid,  greatly  re- 
duces the  cost  of  manufacture.  A 
Landis  grinder  finishes  the  shaft  to 
the  required  size.  Finally,  after 
threading  for  the  pinion  nuts,  the 
keyways  are  cut. 

All  armature  shafts  are  made  of 
chrome-nickel  steel.  With  this  mate- 
rial, which  has  been  the  standard  of 
the  railway  since  1921,  breakage  of 
shafts  has  been  practically  eliminated. 

In  the  compressor  overhauling  de- 
partment new  rings  and  pistons  are 
fitted  to  compressors  until  the  bore 
has  reached  -^  in.  oversize,  at  which 
time  a  sleeve  is  fitted  to  bring  the  cyl- 
inder back  to  standard.  Cylinders 
worn  out  of  round  or  tai>ered  are  re- 
finished  with  a  special  reamer.  It  has  a  micrometer  ad- 
justment and  a  true,  smooth  surface  is  secured.  After  a 
crankshaft  is  fitted  the  shaft  is  run  in  the  bearings  with 
a  special  machine.  Two  compressors  can  be  run  in  at  one 
time.  Besides  running  the  bearings,  the  machine  is  used 
to  check  the  tightness  before  the  motor  is  assembled.  A 
power  grinding  attachment  arranged  for  seating  intake 
and  exhaust  valves  has  proved  a  great  time  saver  and 
produces  accurate  work. 

The  wheel  press  used  in  the  Chicago  shop  is  so 
equipped  that  two  wheels  can  be  pressed  on  the  axle  at 
one  time.  The  new  equipment  required  to  adapt  the 
machine  to  double  end  pressing  includes  a  U-shaped 
block  similar  to  the  one  used  on  the  piston  end.  This 
is  placed  in  such  a  way  that  the  thrust  is  taken  by  the 
hub  of  the  wheel  instead  of  by  the  end  of  the  axle. 
Whenever  it  is  found  that  the  fixed  end  wheel  will  be 
pressed  on  farther  than  the  gage  mark  on  the  axle  before 
the  other  wheel  is  in  its  proper  place  an  emergency  stop, 
consisting  of  a  block  of  iron,  is  slipped  into  a  groove  in 
the  U-shaped  fixed  stop,  after  which  the  thrust  is  taken 
by  the  end  of  the  axle  and  the  second  wheel  can  be 
pressed  into  place.     If  the  piston  end  wheel  arrives  at 


MWM 


<•  High  type  scatfolding  used  for  spray  painting  roofs  of  cars 


its  place  first  the  iron  block  is  placed  between  the  piston 
and  the  axle  end  and  the  pressing  on  of  the  other  wheel 
is  completed.  This  procedure  increases  the  production 
of  the  press  by  90  per  cent. 

Many  improvements  in  methods  and  equipment  have 
been  made  in  other  shop  departments.  In  the  wood 
mill  the  edges  of  door  stiles  and  rails  are  formed  in  a 
machine  with  two  horizontal  spindles,  using  shinier  head 
cutters  so  that  both  edges  of  a  piece  passing  through 
can  be  finished  at  the  same  time.  Presses  have  been 
constructed  to  give  pressure  to  vestibule  corner  posts 
and  other  large  members  after  they  have  been  glued. 
These  presses  hold  the  parts  in  position  firmly  until 
the  glue  can  set.  An  improvement  in  platform  flooring 
has  been  made  through  the  use  of  an  improved  type  of 
tongued-and-grooved  flooring.  A  special  machine  is  used 
for  cutting  this.  This  type  of  flooring  gives  much  longer 
life  than  the  usual  type.  Repairs  to  seat  cushions  are 
made  without  removing  any  part  of  the  seat  by  the  use 
of  a  special  staple  driver.  An  accompanying  illustration 
shows  its  construction  and  use. 

Work  of  painting  the  sides  of  cars  has  been  facilitated 
greatly  through  the  use  of  several  types  of  rolling  plat- 


1 

at. 

11                           ■  ^    \ 

#-  --^^il^Hu-c-^'*-*'     V "  ^                1^          "  .-^'-^^^ 

-"SIX 

^^T^^^''SjSj3pf^  "*' ' 

^5,., 

V            ^ 

Twelve-tool  motor  frame  boring  machine  used  for 
finishing  after  welding 


Shafts  are  finish  turned  in  a  low-swing  lathe 
with  multiple  tool  posts 


December  17, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1097 


forms.  These  platforms  are  made  of  diiTerent  heights 
so  that  workmen  can  reach  all  parts  readily.  They  are 
mounted  on  large  wheels  so  that  they  can  be  pushed 
along  by  the  workmen  without  getting  down  from  the 
platform. 

An  average  of  4,870  cars  are  given  a  general  washing 
each  week  on  the  Chicago  Surface  Lines.  To  aid  in 
this  work  a  fountain  brush  has  been  designed.  It  is  so 
arranged  that  water  is  sprayed  through  the  brush  bristles 
directly  on  the  car  surface.  Dirt  is  loosened  with  the 
brush  and  the  steady  flow  of  water  flushes  off  the  loose 
dirt.  Care  has  been  taken  to  prevent  the  use  of  water  at 
higher  pressure  than  necessary  to  secure  a  uniform  flow 
through  the  brush.  This  .prevents  the  entrance  of  water 
into  cracks  or  crevices  of  the  car  and  prevents  the  dete- 
rioration which  is  usually  experienced  where  high  pres- 
sure cleaning  systems  are  used.  Low  pressure  water 
also  makes  working  conditions  for  the  men  more  com- 
fortable. 

But  four  men  are  required  to  clean  a  car.  Long  and 
short  handles  are  supplied  to  the  fountain  brushes  and 
a  special  brush  is  also  used  to  clean  the  glass  behind  the 
window  bars.  Periodically  the  cars  are  given  a  thorough 
interior  cleaning  and  are  swept  and  dusted  after  each 
day's  run. 

The  care  used  in  inspecting  and  purchasing  repair 
parts  which  go  into  cars  is  illustrated  by  the  attention 
given  to  securing  uniform  heater  coils.  To  make  certain 
that  all  coils  have  the  correct  resistance  for  the  circuit 
in  which  they  are  used,  independent  of  the  resistance 
of  the  wire  purchased,  a  special  testing  equipment  is 
used  which  is  an  adaptation  of  the  Wheatstone  bridge 
in  which  a  known  resistance  is  balanced  against  the 
.  heater  coil  being  tested.  The  known  resistance  is  a 
standard  heater  coil.  Coils  are  wound  on  a  mandrel  and 
are  cut  to  such  a  length  that  the  resistance  will  balance 
with  that  of  the  standard  coil.  In  the  illustration  on  page 
1092  showing  this  test  equipment  a  dry  cell  furnishes 
the  electric  current.  The  galvanometer  to  show  when  a 
balance  is  obtained  is  at  the  top  of  the  board  and  the 
coil  under  test  is  around  the  outside. 


Attractive  Depot  Completed 
at  Santa  Rosa 

COMPLETING  a  new  combined  passenger  and 
freight  depot,  costing  approximately  $30,000,  the 
Petaluma  &  Santa  Rosa  Railroad  has  given  to  Santa 
Rosa  what  is  said  to  be  one  of  the  finest  depots  in  north- 
ern California.  This  road  operates  an  electric  interurban 
in  Sonoma  County  between  Petaluma  and  Santa  Rosa  via 
Sebastopol  and  a  steamboat  line  on  San  Francisco  Bay 
between  San  Francisco  and  Petaluma. 

or  modernized  mission  style  of  architecture  and  taste- 
fully decorated,  it  is  a  distinct  improvement  over  the 
former  structure.  It  provides  for  the  traveling  public 
a  commodious  waiting  room  and  ticket  office  separate 
from  the  freight  warehouse.  The  building  has  a  front- 
age of  84  ft.  on  Fourth  Street,  one  of  270  ft.  on  Wilson 
Street  and  a  total  floor  space  of  25,000  sq.ft. 

The  passenger  end  of  the  depot,  with  its  entrance  on 
Fourth  Street,  the  principal  business  street  of  Santa 
Rosa,  is  constructed  of  reinforced  concrete,  with  a  stucco 
finish  and  tile  roof. 

The  adjoining  freight  warehouse,  devoted  entirely  to 
the  receipt  and  delivery  of  l.c.l.  freight,  has  a  270-ft. 
frontage  on  Wilson  Street  and  a  47-ft.  frontage  on 
Third  Street.  Inside  dimensions  are  40x250  ft.  The 
floors  of  the  warehouse  and  the  7-ft.  platform  on  the  car 
side  are  of  concrete.  The  vehicle-loading  side  is  fitted 
with  Cahill  roller  steel  doors,  16  ft.  wide  and  12  ft.  high, 
and  has  a  4-ft.  marquee  extending  the  full  length  of  the 
building.  A  concrete  drive,  also  the  full  length,  adjoins 
the  paving  of  Wilson  Street.  The  opposite  side  is 
served  by  two  tracks,  each  having  a  five-car  capacity. 

The  change  in  location  necessitated  a  complete  re- 
arrangement of  the  tracks.  The  accompanying  diagram 
shows  the  present  arrangement  in  solid  lines  and  tracks 
removed  in  dotted  lines.  Driveways  and  track  changes 
cost  $10,000. 

Before  the  contract  was  let  the  railroad  company 
prepared  for  building  by  tearing  up  the  tracks  and  get- 
ting everything  in  readiness  for  construction,  so  that 
there  was  no  interference  with  the  business  of  the  com- 
pany and  service  was  given  as  usual  while  the  work 
was  in  progress. 

W.  G.  Rennison,  chief  engineer  of  the  company, 
supervised  the  construction  of  the  station  and  all  changes 
made  in  the  track  and  driveways. 


Diagram  showing  old  and  new  locations  of  depot  and  tracks 


New  Santa  Rosa  depot  of  the  Petaluma  SC  Santa  Rosa  Railroad  is  of  modernized  mission  architecture 


1098 


ELECTRIC  RAILWAY  JOURNAL 


December  17,  1927 


Street  before  reconstruction  work  was  begun 


Stone  block  surface  being  removed  from  track  area 


The  street  after  the  ties  and  rails  had  been  removed. 
The  large  chunks  of  concrete  were  salvaged 


Asphaltic  Concrete 

Used  in 

Oregon  City  Track 

Reconstruction 


Excavating  the  trench  with  a  caterpiii  :i   tr,  .tor  and  Fresno 


The  material  was  loaded  into  trucks  with  a 
clamshell  bucket 


RECONSTRUCTION  of  2,300  ft.  of  the  main  line 
street  car  tracks  through  Oregon  City,  Ore.,  proved 
a  difficult  problem  for  the  Portland  Electric  Power 
Company,  owner  of  the  local  street  railway  system.  The 
line  carries  a  considerable  quantity  of  freight  to  the  paper 
and  woolen  mills  in  addition  to  handling  the  regular 
interurban  passenger  service  between  Oregon  City  and 
Portland.  The  main  business  district  of  Oregon  City 
lies  on  a  narrow  bench  between  a  high  blufT  and  the 
Willamette  River,  and  practically  all  vehicular  traffic 
must  pass  over  Main  Street,  on  which  the  railway  line 
is  located.  The  track  and  pavement  had  deteriorated  to 
such  an  extent  that  it  was  decided  to  rebuild  the  entire 
structure.  Because  of  the  heavy  traffic,  both  vehicular 
and  rail,  it  was  necessary  to  complete  the  work  in  a  min- 
imum period  of  time.  The  subgrade  of  Main  Street, 
composed  of  poorly  drained  subsoil,  offered  another 
problem  to  solve. 

The  method  of  reconstructing  the  old  track,  as  outlined 
in  an  article  in  Construction  Methods,  is  very  interesting. 
The  old  Belgian  stone  block  surface  in  the  track  area 
was  removed  and  salvaged.  The  ties,  which  were  im- 
bedded in  concrete,  were  removed  with  a  portable  crane 
mounted  on  a  truck.  A  large  pointed  hook  was  fastened 
to  the  end  of  the  crane  cable  and  this  hook  was  driven 
into  the  ties  with  a  sledge.  After  the  ties  and  rails  were 
taken  out  there  was  left  a  mass  of  loose  material  to  be 
removed.  The  large  chunks  of  concrete,  which  may  be 
seen  in  an  accompanying  illustration,  were  salvaged  and 
later  used  for  riprap.  The  trench  was  excavated  with  a 
tractor  and  Fresno,  starting  at  one  end  of  a  section, 
dumping  at  a  predetermined  point,  continuing  down  the 
trench  and  bringing  back  material.  The  waste  material 
was  then  loaded  into  a  truck  with  a  clamshell  bucket 
crane.  The  completed  trench  was  slightly  more  than  8  ft. 
wide  and  21  in.  deep,  a  template  being  used  to  obtain 


December  17, 1927 


ELECTRIC  RAILWAY   JOURNAL 


1099 


"^"SI^^^^^BWil 


The  ties  and  rails  were  then  laid  and  the  track  brought  to  grade 


Obtaining  a  uniform  thickness  of  21  in.  with  a  template 

a  uniform  thickness.  The  subgrade  was  finished  by  com- 
pacting with  a  roller. 

On  this  suljgrade  an  asphaltic  concrete  base  approx- 
imately 8  in.  in  thickness  was  laid.  Large  aggregates 
were  used  in  the  material,  which  was  laid  in  two  courses. 
Over  this  base  a  thin  layer  of  screenings  was  spread,  on 
which  the  new  track  was  placed.  The  track  was  brought 
to  grade  by  working  the  screenings  under  the  ties  where 
necessary.  The  space  between  the  ties  and  under  the 
rails  was  then  filled  with  asphaltic  concrete  base  mixture, 
hand  tamped  into  place.  The  rails  were  painted  and 
another  course  of  the  base  mixture  laid  above  the  ties. 
On  this  second  course  the  surface  pavement  was  laid, 
bringing  the  wearing  surface  to  final  street  grade. 

In  making  the  asphaltic  concrete,  the  maximum  density 
type  of  mixture  was  used  throughout.  In  the  base  course 
a  fairly  large-sized  rock  was  used,  the  maximum  being 


Painting  the  rail  before  laying  the  black  base  on  top  of  the  ties 


Tamping  the  black  base  mixture  into  the  space  under  the  rail 


:».^^ ' 


The  finislieii  asphaltic  concrete  bast.     A  coating  of  fine  screenings 
was  spread  over  the  base  course 


2^  in.  In  the  surface  course  ^-in.  maximum  sized  rock 
was  employed.  Asphalt  of  51  to  60  penetration  was  used 
in  the  mixture,  the  base  courses  carrying  approximately 
4.5  per  cent  and  the  surface  courses  carrying  approx- 
imately 6.7  per  cent. 

The  work  was  done  under  the  supervision  of  Thomas 
Pumphrey,  chief  engineer  of  railways  for  the  Portland 
Electric  Power  Company,  working  with  J.  R.  Stafford, 
city  engineer  of  Oregon  City.  The  contractor  was  the 
L.  O.  Herrold  Company. 


The  completed  wearing  surface 


Catenary  with  Unusual  Pole  Spacing 

Withstands  Cyclone 

By  L,W,  Birch 

Line  Material  Engineer  Ohio  Brass  Company,  Mansfield,  Ohio 


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On  the  multi-track  sections  the  catenary  is  supported  on  steel  bridges  with  300-(t,  spacing.    In  this  view  is  seen  the 
catenary  suspension  and  the  direct-suspension  trolley  which  it  replaced 


EARLY  in  1923  the  Havana  Central  Railroad  began 
a  study  of  overhead  systems,  expecting  at  some 
future  date  to  replace  the  existing  overhead  with 
something  more  positive  and  economical.  The  result  of 
this  study  was  the  selection  of  a  light  catenary  system 
suitable  for  long  spans  and  capable  of  replacing  the  ex- 
isting direct-suspension  system  with  a  minimum  amount 
of  pole  relocation.  This  work  was  started  in  1924  and 
has  been  continued  steadily,  until  at  the  present  time  the 
Havana-Rincon  Division  and  the  four-track  section  lead- 
ing from  the  Estacion  Central  through  the  yards  have 
been  completed.  Plans  are  made  to  continue  this  reljuild- 
ing  until  the  overhead  sys- 
tem will  be  entirely  recon- 
structed. 

A  program  of  this  nature 
cannot  be  carried  out  with 
the  same  speed  and  con- 
sistency as  a  new  installa- 
tion. Such  factors  as  traf- 
fic, change  of  height  of 
system  and  utilization  of 
existing  wood  poles  and 
structures  are  responsible 
for  much  delay  and 
changes  throughout  the 
construction  program. 


300-ft.  span  on  steel  bridges 


*--f'o  Grvd.  tro//ey 

22S-ft.  span  on  wood  poles 


The  Havana  Central  Railroad  is  a  subsidiary  of  the 
United  Railways  of  Havana  &  Regla  Warehouses,  Ltd. 
The  company  was  incorporated  in  1905  and  acquired  the 
right  of  the  then  Insular  Railway  for  the  construction  of 
120  miles  of  road  radiating  from  Havana  as  the  central 
point.  Construction  commenced  in  1907  and  at  the  end 
of  1923  a  total  of  62  miles  of  railway  had  been  built.  In 
1907  the  stock  and  bond  issues  of  the  Havana  Central 
were  bought  by  the  L^nited  Railways  of  Havana. 

The  Havana  Central  thus  became  a  part  of  the  largest 
railway  system  of  the  island  of  Cuba.  Its  entire  system 
is  electrified,  while  the  Western  Division  of  the  United 

is  electrified  as  far  south 
as  Rincon  and  throughout 
several  shorter  suburban 
lines.  The  electrified  lines 
provide  excellent  suburban 
service  through  three  lines 
radiating  from  Havana, 
located  approximately  45 
deg.  apart.  They  are  Ha- 
vana-Guanajay,  30  miles; 
Havana-Giiines,  32  miles, 
and  Havana  -  Rincon,  1 5 
miles.  The  systems  are 
supplied  with  power  from 
the  company's  power 


1100 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1101 


Sections  of  tfie  electrified  line  showing  the  old  direct-suspension  system  being  replaced  by  catenary, 
is  shown  one  of  the  steel  bridges  used  for  a  portion  of  the  line 


In  the  center  view 


house,  located  at  Havana,  at  a  trolley  voltage  of  600  d.c. 

In  the  overhead  construction,  to  reduce  accident  haz- 
ards, increase  signal  visibility  and  facilitate  switching  in 
the  yard  sections,  long  spans  and  considerable  side  clear- 
ances were  necessary.  In  this  case  consideration  of  exist- 
ing structures  and  poles  was  unnecessary.  However,  on 
the  single-track  main  line  divisions,  where  the  wood  poles 
were  spaced  112  ft.  with  direct  suspension,  the  problem 
of  utilizing  many  of  the  existing  poles  was  encountered. 

The  poles,  due  to  proper  maintenance,  were  found  to 
be  in  good  condition.     Naturally,  initial  cost  suggested 


the  use  of  present  pole  locations,  rather  than  entire  relo- 
cation. But  a  pole  spacing  of  112  ft.  is  not  inviting  to 
the  engineer  wishing  to  show  a  low  first  cost  on  the 
installation.  Neither  is  it  attractive  from  the  main- 
tenance standpoint,  because  in  a  humid  climate  pole  main- 
tenance is  greater  than  usual. 

The  result  of  a  careful  investigation  of  the  yard  work 
was  the  choice  of  a  300-ft.  simple  catenary  span  con- 
structed with  a  iij"'"-  Siemens-Martin  messenger  wire 
and  a  No.  0000  grooved  contact  wire  giving  a  total  weight 
per  foot  of  1.0  lb.     Both  the  messenger  wire  and  trolley 


Appearance  of  225-ft.  wood  pole  catenary  after  the  cyclone  passed.     The  overhead  was  quickly  realigned 

and  operation  resumed  in  record  time 


1102 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


Trolley  Car  Operated  by  Radio 

Little  Rock  Coffin  Brief  gives  details  of  the 

demonstration  that  was  conducted 

in  that  city 

EARLY  in  1927  the  Arkansas  Power  &  Light  Com- 
pany, which  operates  the  street  railway  system  in 
Little  Rock,  Ark.,  gave  a  demonstration  that  an  electric 
car  can  be  run  through  city  streets  safely  without  any 
one  at  the  controller.  The  explanation  perhaps  should  be 
made  here  that  the  company  has  no  intention  of  trying 
to  run  its  cars  without  operators.  It  was  simply  a  mat- 
ter of  scientific  interest  and  incidentally  was  a  good  ad- 
vertising feat  because  thousands  witnessed  the  trial,  con- 
track.     However^  with  a^temperature  variation  of  only    ,siderable  space  was  given  to  it  in  the  local  press  and  a 

news  reel  was  made  by  a  moving  picture  company.  The 
company's  brief  for  the  1927  Coffin  Prize  contest  gives 
particulars  of  the  wireless  system  used. 

To  avoid  any  possible  embarrassment  through  the 
failure  of  the  remote  radio  control,  a  private  demonstra- 
tion was  first  given  at  the  carhouse  by  the  radio  expert, 
Maurice  J.  Francill,  who  had  charge  of  the  trial.  His 
success  in  controlling  the  movement  of  the  car  with  a 


wire  were  strung  at  a  tension  of  2,000  lb.  at  the  normal 
temperature  of  80  deg.  F.  The  system  was  supported 
from  latticed  steel  bridges  which  also  carried  pole  exten- 
sions for  a  double-circuit  three-phase,  33-kv.  transmis- 
sion line.  The  messenger  wire  was  supported  by  35-kv. 
pin  type  insulators  mounted  on  the  top  chord  of  the 
truss.  Owing  to  the  slight  curvature  on  this  section  the 
overhead  was  aligned  with  the  track  by  attaching  pull- 
over wires  to  intermediate  Bates  poles.  Steady  wires 
were  placed  at  each  structure. 

On  the  single-track  line  it  was  found  economical  to 
continue  the  same  tension  and  span  design.  The  span 
length  was  decided  by  choosing  every  second  pole  loca- 
tion. This  produced  a  225-ft.  spacing,  which  is  75  ft. 
greater  than  the  usual  spacing  of  wood  poles  on  tangent 


25  deg.  F.    (70  deg.  to  95  deg.)   a  favorable  condition 
existed  for  this  spacing,  inasmuch  as  comparatively  slight 
variations    in    mechanical    loadings    were    encountered. 
Another  favorable  factor  in  the  selection  of  the  longer 
pole    spacing   was    the    soil    encountered.      Immediately 
around   Havana  there  is  to  be  found  a  fiery  red  soil, 
indicating  a  high  iron  content.     It  is  not  a  clay  soil,  but 
is  composed  chiefly  of  decomposed  limestone,  sandstone 
and  gypsum  and  is  exceedingly  good 
for    pole    foundations.      Further,    a 
single-circuit,   33-kv.   line   placed   on 
top  of  the  poles  in  several  locations 
served  to  strengthen  the  line  longitu- 
dinally.    Poles  were  mostly  of  creo- 
soted  Southern  yellow  pine  imported 
from  the  States. 

On  Oct.  20,  1926,  Havana  and  the 
surrounding     territory     were     badly 
damaged  by  a  cyclone  which,   from 
the  standpoint  of  wind  velocity  and 
loss    of    life,    greatly    surpassed    the 
Miami    disaster    and    preceded    the 
Cuban  cyclone  by  only  three  weeks. 
The  wind  velocity  registered  on  the 
government   instruments  previous  to 
their  destruction  reached  100  m.p.h.    Thousands  of  tele- 
phone, power  and  railway  poles  were  leveled.    The  steel 
bridges  on  the  four-track  section  of  the  Havana  Central 
were   supporting   only   the   transmission   lines.      Conse- 
quently, little  damage  could  be  expected,  and  the  actual 
damage  was  negligible.     The  single-track  direct-suspen- 
sion lines  employing  112- ft.  pole  spacing  approached  a 
total  loss.     Poles  were  leveled,  bracket  arms  torn  loose 
and  the  relationship  of  the  double  trolley  wires  to  ears 
and  hangers   was   completely   lost.      The   rebuilding   of 
these  sections  was  accomplished  only  by  completely  cut- 
ting away  trolley  wires  from  poles. 

On  the  new  catenary  system,  particularly  the  Rincon 
section,  where  poles  were  spaced  225  ft.,  the  damage 
appeared  to  be  as  great  as  on  the  direct-suspension  lines. 
However,  after  eliminating  a  few  leaning  poles,  this 
damage  was  found  to  be  small.  The  spans  remained 
intact  and  the  lines  were  quickly  cleared  and  restored  to 
an  operating  condition  by  realignment  of  poles  and 
bracket  arms.  Very  little  time  was  lost  through  catenary 
maintenance,  and  it  can  be  said  the  electrical  department 
found  it  necessary  to  charge  only  a  small  per  cent  of 
its  $236,000  cyclone  figure  to  this  account.  The  repair 
work,  as  well  as  the  original  building  of  these  new  sys- 
tems, was  accomplished  by  G.  B.  Fielding,  signal  engi- 
neer, under  the  direct  supervision  of  J.  A.  Thomson, 
chief  electrical  engineer. 


Operating  a  car  in  Little  Rock  by  radio  control 

delicate  5-lb.  instrument  removed  all  doubt  from  the 
mind  of  the  superintendent  of  transportation  and  his 
consent  for  a  public  demonstration  was  secured.  Plans 
were  soon  made  and  a  demonstration  was  arranged. 

Considerable  advance  publicity  had  been  given  to  the 
event,  which  took  place  in  the  downtown  section  of  the 
city  on  the  afternoon  of  Thursday,  April  7,  1927,  so 
that  many  people  were  on  the  sidewalks  to  see  the  trial. 

At  the  proper  time  the  demonstration  car  was  brought 
from  the  carhouse  to  the  downtown  starting  point  on 
its  own  power.  The  radio  expert  followed  in  an  auto- 
mobile. After  the  brief  ceremony  of  loading  the  Mayor 
of  the  city  and  a  group  of  other  distinguished  citizens 
on  the  car  the  regular  operator  stood  back  and  per- 
mitted the  radio  man  in  an  automobile  to  start  the  car. 
He  got  oflf  with  a  good  start,  running  the  car  on  two 
notches.  At  the  street  intersections  the  radio-governed 
street  car  complied  with  the  traffic  signals.  It  continued 
its  run  for  about  fifteen  blocks. 

As  a  natural  precaution  against  possible  accidents,  the 
operator  remained  on  the  car  in  a  convenient  position  so 
that  he  could  take  charge  of  it  in  the  event  of  an  emer- 
gency, but  no  such  occasion  arose. 

The  experiment  has  not  been  repeated,  but  the  Little 
Rock  company  believes  that  it  is  the  first  electric  railway 
company  to  have  one  of  its  regular  cars  driven  through 
street  traffic  by  radio  control. 


Light  Weight 

Features  Joliet  Car 


By  J.  R.  Blackhall 


General  Manager  Chicago,  North  Shore  8C  Milwaukee  Railroad 
Formerly  Vice-President  and  General  Manager  Chicago  SC  Joliet  Electric  Railway 


The  front  door  opening  is  wide  enough  to  afford  both  entrance  and  exit  facilities.    The  rear  door  has  treadle  control 

Use  of  aluminum  in  car  body  brings  weight 
per  seat  to  475  lb.  High  acceleration  and  brak- 
ing rates  combined  with  slightly  increased  free 
running    speed   have    reduced    schedule    time 


EXPERIENCE  in  the  use  of  lighter  weight  cars  in 
city  operation  in  Joliet,  with  the  resultant  savings 
in  capital  investment  and  labor  costs  and  the  pos- 
sibility of  maintaining  faster  operating  schedules,  seemed 
to  point  the  way  toward  the  attainment  of  similar  results 
in  interurban  service.  Accordingly  ten  cars  for  our 
interurban  service  were  purchased  to  replace  the  heavier 
equipment  then  in  operation.  These  cars  were  built  ac- 
cording to  the  railway's  design  and  specifications  and 
included  some  features  new  to  cars  of  this  class.  They 
are  of  two  distinct  types,  although  all  are  designed  for 
one-man  operation.  Six  are  of  the  one-end  type  for 
through  interurban  service  and  four  are  of  the  double-end 
type  for  local  interurban  service.  The  cars  were  delivered 
and  put  in  service  in  September,  1926. 

The  outward  appearance  of  the  ten  new  cars  was  care- 
fully worked  out  with  the  idea  of  appealing  to  the  riding 
public,  which  has  been  educated  by  the  motor  coach  lines 
to  expect  parlor  car  appearance  and  equipment.  Stream- 
line effects  and  attractive  color  combinations  helped  in 
this  matter.  Concealment  of  interior  equipment,  such  as 
switches  and  air  piping,  in  mahogany  finished  cabinets 
added  greatly  to  the  attractiveness,  and  a  final  touch  was 
obtained  by  the  use  of  bucket  type,  semi-individual  pas- 
senger seats  of  leather  and  plush.     Interior  lighting  was 


of  the  semi-indirect  type,  eliminating  all  glare.  Sliding 
doors  replaced  the  conventional  folding  ones,  adding  not 
only  to  the  general  appearance  but  eliminating  a  good 
deal  of  noise  and  also  reducing  maintenance  cost. 

The  new  cars  weigh  39,000  lb.  each,  as  against  approx- 
imately 62,000  lb.  for  the  type  of  car  they  replaced. 
They  have  four  35-hp.  motors,  where  the  older  cars 
required  four  100-hp.  motors. 

Whereas  the  older  type  cars  could  not  maintain  sched- 
ules, due  to  the  increasing  number  of  stops  per  mile,  the 
new  light-weight  cars  have  reduced  the  time  between 
Chicago  and  Joliet  by  fen  minutes  with  but  slightly 
higher  free  running  speed.  Quicker  acceleration  and 
quicker  braking  are  responsible.  The  public  has  been 
quick  to  appreciate  the  improved  service  thus  offered  as 
well  as  the  increased  riding  comfort  of  the  new  type  cars. 
An  increase  in  traffic  has  resulted. 

When  the  new  cars  were  purchased  it  was  estimated 
that  a  return  of  about  $40,000  per  year  would  be  realized 
on  the  investment  of  $168,000  as  a  result  of  operating 
economies  and  because  of  increased  patronage.  The  re- 
duction expected  in  operating  expense  was  figured  at 
$30,000  and  the  increased  revenue  at  $10,000. 

New  wage  rates  for  operators  put  in  effect  in  January, 
1927,  tend  to  reduce  the  saving,  but  a  study  of  operating 


1103 


1104 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


costs  shows  a  reduction  of  $17,320  for  eleven  months 
in  spite  of  the  increased  wages,  and  the  gross  earnings 
over  the  same  period  show  an  increase  of  $18,966.  From 
this  it  would  appear  that  the  original  estimate  will  not  be 
far  wrong  in  spite  of  the  increase  in  labor  costs.  The 
one-man  operation  has  resulted  in  a  labor  cost  reduction 
of  2.46  cents  per  car-mile  in  an  eleven-month  period,  a 
saving  of  35.9  per  cent  after  allowing  for  the  increased 
rate  of  wages. 

The  average  energy  saving  has  been  20.3  per  cent,  due 
to  the  lighter  weight  of  the  cars.  The  average  energy 
consumption  per  mile  of  the  old  type  car  was  2.76  kw.-hr.. 
against  2.20  kw.-hr.  for  the  new  type. 

Reductions  in  Maintenance  Cost    "^ 

After  operating  the  cars  for  nearly  a  year  it  has  been 
determined  that  there  is  a  saving  also  in  the  maintenance 
of  track,  roadbed  and  equipment.  There  are  no  figures 
to  show  just  what  this  saving  is,  but  it  is  considered  rea- 
sonable to  place  it  at  a  minimum  of  1  cent  per  mile.  On 
the  basis  of  the  year's  mileage  this  means  an  additional 
saving  of  more  than  $10,000.  The  actual  saving  in  main- 
tenance is  not  as  yet  available,  but  it  is  believed  that  it  will 
be  similar  to  that  of  other  companies  operating  this  type 


Floor  and  ceiling  of  car  have  been  designed  for  beauty 
as  well  as  wear 

of  equipment  and  that  it  will  run  close  to  30  per  cent. 
The  net  increase  on  the  three  items  mentioned  totals 
about  $50,000  per  year,  which  is  a  return  of  practically 
30  per  cent  on  the  investment  in  the  lighter  equipment. 

It  is  of  interest  that  while  the  gross  earnings  of  the 
interurban  line  were  being  increased  to  the  extent  of  6.06 
per  cent  the  Joliet  city  line  suffered  a  loss  of  1 .22  per  cent 
in  earnings  in  the  same  period  due  to  a  decrease  in 
operating  revenue  of  $4,072. 

With  all  these  facts  in  mind  it  was  felt  that  if  such 
results  could  be  obtained  with  a  light  type  of  steel  car 
we  might,  by  use  of  a  lighter  metal,  obtain  additional 
economies  as  to  operating  costs,  and,  as  far  as  possible, 
additional  revenue  from  traffic  increase  due  to  greater 
riding  comfort  and  better  service.  We  proceeded  accord- 
ingly, during  the  past  year,  with  two  innovations  from 
which  we  confidently  expect  further  economies,  based  on 
our  past  experience.  First  is  a  new  type  of  truck,  using 
an  automotive  type  axle  with  roller  bearings,  a  differentia] 
and  a  worm  drive.  The  second  is  an  aluminum  car  body 
of  our  own  design  to  be  used  with  this  type  of  truck. 


We  expect  also  to  use  aluminum  in  truck  construction, 
but  this  is  to  be  worked  out  a  little  later. 

The  aluminum  car  body  was  shown  at  the  electric  rail- 
way convention  in  Cleveland.  The  new  type  trucks  have 
been  in  operation  on  one  car  of  the  ordinary  type  since 
May  19  and  the  results  have  exceeded  our  expectations. 

Features  of  the  New  Car 

Briefly,  the  features  introduced  in  this  new  design  of  a 
one-man,  single-end  car  are:  (1)  Automotive  type  axle 
with  differentials;  (2)  roller  bearings  and  worm  drive; 
(3)  fixed  truck  bolster;  (4)  aluminum  car  body;  (5) 
automatic  heating  through  dynamic  conversion  of  the 
wasted  kinetic  energy  of  car  braking  to  heat  energy 
within  the  car;  (6)  utilization  of  the  heat  energy  of  the 
starting  resistor  for  car  heating.  These  all  make  for 
more  economical  operation  and  more  comfort.  This  par- 
ticular car  was  designed  for  city  service  in  Joliet.  but 
there  is  no  reason  why  it  could  not  be  used  for  interurban 
service  if  the  speed  ratios  were  stepped  up  and  several 
other  minor  changes  were  worked  into  the  design. 

The  semi-floating  type  of  axle  has  its  bearings  located 
directly  over  the  tread  of  the  wheels.  The  axle  housing 
completely  incloses  these  bearings.  The  use  of  differen- 
tials eliminates  slippage  of  wheels  on  curves  and  the 
worm  drive  permits  use  of  a  motor  of  high  speed  with 
a  single  gear  reduction,  thereby  affording  a  large  reduc- 
tion in  weight  as  compared  with  a  standard  railway  motor 
of  equal  power  rating.  This  weight  reduction  is  strikingly 
borne  out  by  consideration  of  the  following  figures : 


Motor  Rating, 
Type  Truck  Horsepower 

Automotive     28 

Former   (common  type) 25 

Former     (used    on    light-type 
steel  cars)   35 


Motor  Weight, 
Pounds 
410 
1,000  with  gears,  approx. 

1,500  with  gears,  approx. 


Two  motors  are  carried  on  each  of  the  two  trucks. 
They  are  connected  by  means  of  a  driveshaft  and  two 
universal  joints  through  the  worm  drive  to  the  axle  with 
an  8^ :  1  ratio.  Instead  of  the  customary  floating  type, 
a  fixed  bolster  is  attached  rigidly  to  the  side  frame.  It 
depends  for  flexure  entirely  on  the  long,  semi-elliptic 
springs,  underslung  from  the  axles  and  attached  to  the 
truck  side  frame  by  shock-insulating  rubber  blocks. 

The  trucks  are  attached  to  the  car  body  by  an  interlock- 
ing center  bearing  without  a  kingpin.  A  rubber  pad  is 
inserted  between  the  center  bearing  and  the  body  bolster. 
Rubber  pads  are  also  used  between  the  side  bearing  plates 
on  the  car  and  the  truck  frame.  These  rubber  pads, 
together  with  the  rubber  spring  supports,  all  tend  to 
absorb  vibration  and  prevent  its  being  conveyed  to  the 
car  body.  The  26-in.  wheels  are  of  rolled  steel,  held  on 
tapered  axles  by  a  large  nut  and  key.  A  rubber  cushion 
between  the  tires  and  hubs  of  these  wheels  is  designed 
further  to  eliminate  noise. 

The  drum  brakes,  of  the  air-operated,  internal-expan- 
sion type,  have  a  diameter  of  17^  in.  They  are  mounted 
inside  the  wheels  and  are  operated  by  a  diaphragm  on 
each  axle  housing.  Each  brake  has  four  shoes  of  a  spe- 
cial composition  used  on  this  type  of  equipment  for  the 
first  time.  Air  is  conducted  to  the  diaphragms  by  |-in. 
tubing  with  flexible  connections  between  tubing  on  the 
car  body  and  that  on  the  trucks.  Use  of  this  type  elim- 
inates all  brake  levers,  links  and  toggles.  The  special 
composition  used  eliminates  the  familiar  squealing  of 
brakes.    Experience  to  date  shows  a  much  longer  life  for 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1105 


the  new  type  of  brakeshoe.  The  old  type  was  good  for 
5,000  miles  and  needed  many  adjustments  during  that 
time.  The  new  ones  on  the  trucks  in  use  have  been  run 
10,000  miles  with  no  adjustments  and  the  indication  is 
that  their  life  will  be  from  30,000  to  40,000  miles. 

Complete  support  of  the  motors  on  the  truck  frame, 
which  is  in  turn  supported  on  the  long  semi-elliptical 
springs,  is  expected  to  result  in  a  material  reduction  in 
motor  maintenance  cost.  The  construction  used  has  prac- 
tically eliminated  all  the  inherent  noises  of  street  car 
trucks  and  brake  rigging.  The  new  rubber-cushioned 
wheels  have  eliminated  the  ringing  noise  of  the  wheels  on 
the  rails  and  have  made  the  car  as  void  of  noise  as  a 
modern  automobile  operating  on  good  pavement. 

What  is  believed  to  be  an  innovation  in  heating  systems 
is  the  conversion  of  kinetic  energy  from  braking  the  car 
into  heat  energy,  together  with  energy  loss  from  the 
starting  resistors.     There  will  be  a  supplementary  set  of 


Control  equipment  is  all  located  in  the  front  vestibule 

ten  500-watt  heaters  of  the  ordinary  type  as  a  reserve 
system. 

No  failure  has  been  experienced  to  date  with  the  light- 
type  truck.  The  gears,  axles  and  bearings  were  examined 
thoroughly  at  the  end  of  6,000  miles,  but  no  perceptible 
wear  was  found.  The  manufacturer,  basing  his  state- 
ment on  these  facts,  estimates  that  the  life  of  these  parts 
may  well  be  1,000,000  miles. 

Power  tests  on  this  type  of  truck  in  comparison  with 
one  of  the  old  type,  both  used  with  the  22,000-lb.  city-type 
bodies,  show  that  the  coasting  qualities  are  10^  per  cent 
better.    Accelerating  characteristics  are  25  per  cent  bet- 


ter with  a  total  motor  capacity  of  112  hp.  than  for  a  car 
with  the  old  trucks  having  a  total  motor  capacity  of 
120  hp.  The  maximum  service  braking  rate  is  1 1  per  cent 
higher.  The  free  running  speed  is  12  per  cent  higher. 
With  the  new  aluminum  car  body  we  expect  that  this 
increase  will  range  from  30  to  40  per  cent  higher  than 
with  ordinary  trucks  and  bodies.     We  likewise  expect 


Cabinets  for  equipment  parts  give  neat'  appearance 

the  acceleration' and  braking  rates  to  be  increased,  as  the 
new  body  will  weigh  10,600  lb.  as  against  the  present 
body  weight  of  22,000  lb.  Until  tests  can  be  run  no 
energy  savings  can  be  determined  accurately,  but  we 
Ijelieve  we  are  conservative  in  expecting  at  least  a  20  per 
cent  saving  in  this  item. 

The  Body  Is  Made  of  Aluminum 

The  new  aluminum  body  is  of  the  single-end  type  with 
a  front  door  opening  wide  enough  for  both  entrance  and 
exit.  There  is  a  treadle-operated  rear  door  for  exit  only. 
The  step-well  was  eliminated,  without  increasing  step 
height,  by  use  of  double  folding  steps  at  both  ends,  giving 
steps  of  lOJ  in.  and  11|  in.,  respectively.  The  control 
equipment  is  all  located  in  the  front  vestibule  in  the  least 
fatiguing  position  for  the  operator. 

Both  ceiling  and  floor  of  the  car  have  been  designed 
for  beauty  and  wear  as  well  as  for  comfort.  The  vesti- 
bule ceiling  is  of  sheet  aluminum  and  the  interior  below 
the  window  sill  is  lined  with  heat-treated  notched  sheet 
aluminum.  In  the  bedy  itself  aluminum  alloy  castings  are 
used  for  condulets,  drawbar  anchorages,  heater  casings 
and  door  engines.    Aluminum  alloy  plate,  sheet  pressings 


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ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


and  structural  shapes  are  used  in  the  construction  of 
cable  boxes,  lighting  fixtures,  drawbars,  ventilators,  trol- 
ley base,  trolley  pole  and  harp,  headlining,  trolley  re- 
triever, window  guards,  destination  signs,  underframe 
bolster,  anti-climber  bumpers,  step-treads  and  doors. 
Wherever  strength  is  required  the  aluminum  is  heat- 
treated,  giving  it  the  same  properties  as  structural  steel. 
The  only  structural  steel  used  is  on  the  two  outside  plat- 
form sills  at  the  entrance  and  exit  doors,  to  which  the 
step  supports  are  fastened.  There  was  no  standard  alu- 
minum section  heavy  enough  for  these  parts,  so  steel  was 
used  to  save  making  special  pieces.  Aside  from  this  the 
body  frame  is  aluminum  throughout.  Seat  frames  and 
pedestals  are  also  of  aluminum  and  are  of  special  design. 


Except  for  two  outside  platform  sills,  car  body  frame  is  of  aluminum 


Genuine  green  leather  upholstery  is  used.     The  seating 
capacity  is  50. 

Some  of  the  principal  car  weights  are  as  follows : 

Pounds 

Weight  of  body  complete  with  seats  and  accessories 10,410 

Weight  of  trucks  without  motors 9,012 

Weight    of   electrical    equipment,    including   motors   and 

heaters    3.600 

Weight  of  air  braking  equipment  and  piping 700 

Total   23.722 


The  weight  per  seated  passenger  is  474.4  lb.,  as  against 
approximately  900  lb.  with  the  present  type  car.  An  idea 
of  the  savings  in  weight  over  corresponding  steel  ])arts 
can  be  had  from  the  following: 


Reduced 
From,  Lb.      To,  Lb. 

Frame     7,000  2,600 

Miscellaneous  parts .... 

Body    22,000  10,410 

Air  brake  system  2,000  700 


Reduction, 
Lb. 

Per  Cent 

4.500 

2.000 

11,590 

1,300 

63 

53 
65 

sity,  remain  in  doubt  until  operating  experience  has  indi- 
cated the  amount  by  which  repairs  are  reduced  through 
the  use  of  the  aluminum  parts.  It  should  be  borne  in 
mind,  however,  that  prices  for  aluminum  castings  and 
other  specialties  will  be  decreased  materially  when  alu- 
minum cars  are  built  on  a  production  basis. 

Economies  Justify  Costs 

The  additional  cost  of  the  frame  is  amply  justified  by 
the  operating  economies  eflfected.  The  2,600-lb.  alumi- 
num frame  co.st  $1,600,  as  against  about  $300  for  a 
7,100-lb.  steel  frame.  This  represents  a  saving  in 
weight  of  4,500  lb.  We  figure  that  our  haulage  cost 
covering  power,  maintenance,  etc.,  amounts  to  5  cents 
per  pound  per  year.  A  saving  of 
$225  is  thus  made  each  year  on  this 
item  alone,  enough  to  pay  the  addi- 
tional cost  of  aluminum  in  about  six 
years.  Thus  the  additional  cost  for 
aluminum  is  amply  justified. 

Other  advantages  of  aluminum  are 
that  it  has  less  tendency  than  steel  to 
rust  and  corrode  and  that  wrecked  or 
obsolete  equipment  will  have  greater 
.salvage  value  as  compared  with  steel. 
Lighter  equipment,  of  course,  needs 
a  better  conditioned  roadbed  to  have 
riding  qualities  equal  to  those  of 
heavy  equipment.  We  feel  that  our 
experience  jiustifies  us  in  stating  that, 
having  put  our  roadbed  in  condition  to 
handle  the  lighter  cars  satisfactorily, 
our  maintenance  costs  will  be  less  now  than  formerly,  due 
to  decreased  wear.  This  will,  we  believe,  more  than  off- 
set the  cost  of  putting  the  roadbed  in  the  required  condi- 
tion. The  advent  of  the  one-man  type  of  car  also  brings 
with  it  increased  safety,  due  to  control  being  centered  in 
one  man  instead  of  being  divided  between  an  operator 
and  a  conductor. 

We  cannot  as  yet  show  any  definite  results,  but  we 
believe  that  we  will  have  valuable  experience  with  our 
new  type  trucks  after  they  have  traveled  100.000  miles 
and  with  our  new  aluminum  car  after  it  has  passed 
through  a  period  of  active  service.  We  feel  that  we  are 
on  the  right  course  and  that  our  hopes  will  be  fulfilled 
Light-weight  equipment  has  shown  itself  successful  in 
iiniiroving  interurban  line  service  and  increasing  profits 
from  it.  There  is  no  reason  to  believe  that  the  aluminum 
equipment  will  not  go  further  in  this  respect. 

We  will  do  no  further  experimental  work  this  year, 
but  if  the  car  proves  the  success  we  think  it  will  be  it  is 
probable  that  we  will  build  more  like  it. 


We  found  the  cost  of  the  aluminum  car  high  due  to 
the  fact  that  most  of  the  castings  and  specialties  had  to 
be  made  up  for  this  job  alone,  entailing  also  additional 
pattern  costs  in  some  cases.  An  instance  of  this  is  a 
coupler  casting  which  cost  $59  in  addition  to  a  pattern 
cost  of  $60.  Another  is  the  price  paid  for  special  machine 
bolts.  In  steel  the  ^-in.  x  2-in.  size  costs  about  1  cent 
each ;  in  aluminum  these  cost  $2  each.  Material  for  steel 
fenders  made  up  in  our  own  shop  cpsts  about  $5,  as 
against  $35  for  aluminum.  These  costs  will  hardly  be 
overcome  by  savings  in  operating  expense  resulting  from 
the  use  of  aluminum  parts,  but  the  savings  will,  of  neces- 


New  Jersey  Stockholders 
on  the  Increase 

DURING  the  six  months  ended  June  30,  1927.  a  total 
of  10,570  new  names  was  added  to  the  stockholders' 
list  of  the  Public  Service  Corporation  of  New  Jersey. 
As  a  result  of  this  gain  the  company  had  on  its  books 
June  30,  1927,  62,572  names  covering  all  classes  of  stock- 
holders, eliminating  duplications  where  holders  own  either 
common  and  preferred  or  more  than  one  class  of  pre- 
ferred stock.  The  total  of  62,572  individual  stockholders 
reported  on  June  30  compared  with  total  stockholders 
numbering  52,002  reported  on  Dec.  31,  1926. 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1107 


Adventures  of 

Old  Man  Trouble 


THESE  DEftOMAN  FEWURESi 
JMAKE  ME  TIREO.  DO  VA 
ITHINK    I'M   GOIN'  Tr 
T'BUMPOFF"   RUNNIN'I 
1  THIS  W/\GON  ?  /<■»  i^r 


on  the 

Hicksville  Railway 


Cars  may  be  protected  against  dead 
motormen,  but  one  has  to  go  some  to 
protect  them  against  fools 


ims  LEAD  PIPE 

OUGHT  TO  HOLD    'El? 

Down, SOS  i  won't 

BE   A    DEAD    MAN 
8Y    N  IGHT  / 


Safety  equipment  on  cars  will  shut  off  the 
power,  apply  the  brakes  and  sand  the  track 
quicker  than  the  human  mind  can  direct  any 
one  of  these  acts  in  an  emergency.  Don't 
tamper  with  them!  Weights,  wedges  or 
fancy  contrivances  on  the  controller  handle 
or  the  foot  valve  are  always  forgotten  in 
time  of  emergency. 


Electric  Railway  Journal  will  be  glad  to  furnish  press  proofs 
of  this  page  for  posting  on  bulletin  boards  and  will  supply 
electrotypes  of  this  series  at  cost  for  use  in  company  publications. 


I  took,  my  hand~ 

OFF  THE  COUTROWR 
N'Sl^E   KEPT  RlSHT 

ON   eOlN^-N-N-N  6lu8 


J.   M.   Zimmerman  and  E.   L.   Proctor.   West.   KU*c.   &   Mfg.   Co. 


,1108 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


Harold  E.  Bean 

Wins  the  November 
Monthly  Maintenance  Prize 

Means  for  straightening  steel  poles  without  removing 
them  from  the  ground  through  the  use  of  a  simple  fix- 
ture developed  by  the  New  York  State  Railways  was 
awarded  the  $25  monthly  prize  for  November  in 
Electric  Railway  Journal's  maintenance  competi- 
tion. A  method  of  making  up  special  work  frogs  for 
quick  repairs  received  honorable  mention.  This  was 
submitted  by  Louis  T.  Botto,  superintendent  of  main- 
tenance of  way  San  Antonio  Public  Service  Company, 
San  Antonio,  Tex. 


TUBULAR  steel  trolley  poles 
frequently  are  pulled  out  of 
alignment  by  loading  or  by  the  ten- 
sion of  trolley  supporting  span 
wires.  Poles  out  of  plumb  present 
an  unsightly  appearance  and  also 
may  pull  the  trolley  wire  itself  out 
of  Eilignment  so  that  additional 
maintenance  work  is  required  at 
frequent  intervals.  To  straighten 
the  poles  so  as  to  keep  up  the  ap- 
pearance of  the  line,  the  New  York 
State  Railways  uses  a  special  fix- 
ture that  provides  a  simple  and 
cheap  method  for  straightening  a 
tubular  steel  pole.  It  can  be  used 
on  any  property  without  the  neces- 
sity of  removing  the  poles  from 
the  ground.  A  description  of  the 
fixture  and  its  use  was  given  in  the 
Nov.  19  issue  of  Electric  Rail- 
way Journal.  It  was  submitted 
in  the  contest  by  Harold  E.  Bean, 
chief  engineer  of  way  and  struc- 
tures for  the  Syracuse  lines  of  the 
New  York  State  Railways. 

A  method  of  making  up  special 
work  frogs  for  quick  repairs  sub- 
mitted by  Louis  T.  Botto,  superin- 
tendent of  maintenance  of  way 
San  Antonio  Public  Service  Com- 
pany, San  Antonio,  Tex.,  was 
awarded  honorable  mention  by  the 
contest  judges.  This  method  of 
making  up  frogs  for  emergency  re- 
placement is  quite  ingenious.  For 
a  given  blank  center  casting  the 
range  in  frog  angle  is  large  and  the 
cost  of  making  such  a  frog  should 
not  be  excessive.  Frogs  con- 
structed as  outlined  in  this  article 


should  have  a  life  considerably  in 
excess  of  that  of  an  ordinary  jump 
frog  and  should  be  much  more 
satisfactory.  Adequate  strength  is 
obtained  through  the  use  of  acety- 
lene welding. 

The  items  selected  for  the  No- 
vember monthly  prize  and  for 
honorable  mention  were  two  of  the 
group  of  twelve  published  in  the 
Nov.  19  issue.  Items  for  the  con- 
test continue  to  come  in  and  addi- 
tional items  appear  in  the  following 
pages.  One  of  these  will  be 
awarded  the  $25  monthly  prize  for 
December.  Results  of  the  con- 
test each  month  are  published 
in  the  issue  of  Electric  Railway 
Journal  devoted  to  maintenance 
and  construction,  which  is  the  third 
issue  each  month. 

The  following  gives  a  summary 
of  conditions  for  submitting  ma- 
terial in  the  contest.  Complete 
details  were  published  in  Electric 
Railway  Journal  for  April  16, 
pages  700-701. 

1.  Any  employee  of  an  electric  rail- 
way or  bus  subsidiary  may  compete. 

2.  The  author  does  not  need  to  be  the 
originator  of  the  idea. 

3.  Articles  may  be  submitted  by  sev- 
eral persons  or  by  a  department. 

4.  Any  maintenance  practice  or  device 
for  electric  railway  or  bus  repairs  may 
be  the  subject. 

5.  Articles  should  be  100  to  200  words 
long  with  one  illustration,  and  in  no 
event  longer  than  400  words  with  two 
illustrations. 

6.  Illustration  material  may  be  in  the 
form  of  drawings,  sketches,  blueprints 
or  photographs.  All  sheets  should  be 
marked  "Maintenance  Competition." 


Harold  E.  Bean 


who  was  awarded  the  monthly  prize  for 
November  in  Electric  Railway  Jour- 
nal's Maintenance  Contest,  is  chief 
engineer  of  way  and  structures  for  the 
Syracuse  lines  of  the  New  York  State 
Railways.  He  has  held  this  position 
since  1920,  and  for  two  years  previous 
to  that  was  assistant  engineer  of  way 
and  structures  for  these  lines.  Mr. 
Bean's  electric  railway  experience  began 
with  the  New  York  State  Railways  in 
Rochester  in  1912  as  mechanical  drafts- 
man. Two  years  later,  after  having 
served  as  building  inspector  on  new  con- 
struction, he  was  appointed  superintend- 
ent in  charge  of  underground  circuits, 
and  also  had  supervision  of  parks,  '•e- 
tum  circuits  and  inside  wiring.  In  1917 
he  was  made  superintendent  of  distribu- 
tion of  the  Rochester  City  lines  of  the 
company.  . 

In  his  present  position  Mr.  Bean  has 
jurisdiction  over  all  construction  and 
maintenance  of  track,  transmission  lines, 
substations,  d.c.  distribution  and  build- 
ings for  the  Syracuse  lines  of  the  New 
York  State  Railways.  He  has  been  very 
active  in  committee  work  of  the  Amer- 
ican Electric  Railway  Engineering  As- 
sociation for  several  years,  and  has  been 
a  pioneer  in  the  development  of  welding 
for  manganese  track  construction. 


7.  Manuscripts  should  be  mailed  to 
the  editor  of  Electric  Railway  Jour- 
nal, Tenth  Avenue  at  36th  Street,  New 
York. 

8.  A  prize  of  $25  will  be  awarded  each 
month  for  the  best  maintenance  idea  in 
the  group  published.  A  minimum  of  $5 
will  be  paid  for  each  article  accepted 
for  publication.  Manuscripts  will  be 
received  until  April  30,  1928. 

9.  Announcement  of  the  winner  each 
month  will  be  made  in  the  issue  devoted 
to  maintenance  and  construction  (the 
third  issue  each  month)  following  the 
one  containing  the  item. 

10.  Additional  details  were  given  in 
Electric  Railway  Journal  for  April 
16,  pages  700-701. 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1109 


Electric  Railway  Journal  Maintenance  Data  Sheet 

BUSES    AND    TKUCKS — 9 


Machine  Reduces  DiflBculty  of 
Tire  Changing* 

By  D.  S.  MacKay 

Supervisor  of  Automotive  Equipment  Boston  Elevated  Railway,  Boston,  Mass. 


NEARLY  all  of  the  235  buses 
operated  by  the  Boston  Elevated 
Railway  are  equipped  with  solid  disk 
wheels.  Tire  changing  in  connec- 
tion with  them  is  quite  expensive. 
To  decrease  the  labor  required,  the 
foreman  of  one  of  the  bus  garages 
devised  the  machine  shown  in  the 
accompanying  illustration. 

A  rugged,  heavy,  portable  stand 
was  constructed  with  a  coarse 
threaded  stud  projecting  upward. 
A  spider  with  four  radial  arms  slips 
onto  this  stud  and  a  pressure  shoe, 
arranged  to  engage  the  tires  with 
lock  rings,  slides  back  and  forth  on 
each  radial  arm  so  as  to  accom- 
modate any  diameter  of  wheel.  A 
threaded  pressure  wheel  screws  on  to 


the  stud  above  the  spider  so  as  to 
enable  one  man  to  apply  great  pres- 
sure to  the  tire  or  lock  rings. 

Some  of  the  desirable  results  ac- 
complished by  this  machine  are  that 
only  one  man  is  required  and  great 
physical  force  is  not  necessary,  so 
that  the  job  is  made  more  pleasant. 
It  is  unnecessary  to  lift  a  wheel  or 
tire  from  the  floor  since  the  machine 
is  built  to  tilt  at  an  angle  of  30  deg., 
allowing  the  wheel  to  be  threaded  on 
to  the  stud.  An  even,  steady  pres- 
sure is  exerted  on  the  tire  all  the 
way  around  and  there  is  no  possible 
chance  of  injury  to  either  the  tire 
or  wheel.  Five  tires  can  be  changed 
in  the  time  originally  taken  for  one 
by  the  old  method  where  tires  were 


Tire-changing  machine  used  in  the 
garages   of   the    Boston 
Elevated  Railway 

removed  with  a  heavy  hand  hammer 
and  tire  tools.  The  machine  is  also 
used  for  pressing  on  new  tires  as 
well  as  for  removing  old  ones. 


'Suhmitttd  Ui  Klectric  Railway  Journal  Prize  Contest. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING     STOCK — ELECTRICAL — 31 

Boring  Axle  Bearing  and  Housing  Seats 
in  a  Wheel  Lathe* 

By  Frank  B.  Carpenter 

Master  Mechanic  Charleston   Interurban  Railroad, 
Charleston,   W.   Va. 


WHEN  the  bearing  fits  in  the 
motor  frames  and  housings 
for  armature  and  axle  bearings  be- 
come tvorn,  it  is  the  practice  of 
the  Charleston  Interui'ban  Railroad, 
Charleston,  W.  Va.,  to  build  the  fits 
by  welding  and  bore  these  out  to  the 
original  size.  This  work  is  done  on 
a  wheel  lathe  by  using  a  few  6-in. 
channel  iron  plates  and  four  8-in. 
screw  jacks  to  attach  and  hold  the 
motor  shell  in  position.  The  boring 
bar  and  cutter  head  are  made  from 
an  old  car  axle  and  a  hub  of  a  worn 
steel  wheel. 


Set-up  for  boring  out  armature  bearings  in  wheel  lathe 


'Submitted  in  Electric  Railway  Jodrnal  Prize  Contest. 


1110 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


Electric  Railway  Journal  Maintenance  Data  Sheet 

BUSES   AND   TRUCKS — 10 


Gravity  Switch  for  Bus-Turn  Signal' 

By  Farrell  Tipton 

Electrician   San   Diego   Electric   Railway, 
San  Diego,  Cal. 


DUE  to  the  construction  of  some 
of  the  modem  passenger  buses, 
it  is  impossible  for  the  driver  to  give 
signals  by  hand.  This  makes  a  me- 
chanical turn  signal  necessary.  The 
accompanying  illusti-ation  shows  the 
arrangement  used  by  the  San  Diego 
Electric  Railway.  The  signal  is  con- 
trolled through  a  crank  located  adja- 
cent to  the  operator.  This  is  con- 
nected to  a  lever  on  the  outside  of 
the  bus  which  controls  the  operation 
of  the  arm. 

The  signal  arm  is  made  of  sheet 
metal,  painted  white.  A  lamp  is  lo- 
cated at  the  end  of  the  arm  and  is 
inclosed  by  a  red  lens  at  the  rear 
and  a  green  lens  at  the  front.  This 
makes  the  position  of  the  ai-rn  visible 
at  night. 


Gravity  switch  used  to  control  lamps 
on   bus-turn    signal 


To  control  the  lamp  a  gravity 
switch  has  been  devised  to  open  and 
close  the  circuit  by  the  action  of  the 
signal  arm.  The  switch  is  made  of 
fiber  tube  outside  with  a  copper  tube 


inside.  Both  ends  of  the  switch  are 
sealed.  The  cap  on  one  end  of  the 
tube  has  a  contact  post  projecting 
into  the  center  of  the  sleeve.  Elec- 
trical connection  is  made  by  a  ball 
which  is  free  to  roll  from  one  end 
of  the  tube  to  the  other.  Both  ends 
of  the  switch  are  provided  with 
terminals. 

When  the  switch  is  installed  on  the 
signal  arm,  the  switch  is  inclined 
at  an  angle  so  that  with  the  ann 
extended  the  ball  rolls  into  a  posi- 
tion completing  the  lamp  circuit 
from  the  side  of  the  sleeve  to  the 
center  contact  post.  The  switch  is 
connected  to  the  positive  side  of  the 
bus  battery,  the  other  side  of  the 
lamp  and  battery  being  grounded  to 
complete  the  circuit. 


'Siibm-tted  in  Electric  Railwai  JofRSAl.  Prize  ConteM. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING   STOCK — ELECTRICAL, — S« 


Keeping  Line  Breaker  Arcing  Tips  Tight' 

By  a.  T.  Olsen 

Omaha  &  Council  Bluff.s  Street  Railway,  Omaha,  Neb. 


TROUBLE  was  experienced  from 
DB-987  line  breaker  arcing  tips 
coming  loose  in  service,  which 
usually  resulted  in  tying  up  the  car. 
As  originally  constructed,  each  tip 
is  held  in  place  by  only  one  cap 
screw.  The  tips  have  a  very  narrow 
seat  and  eventually  are  loosened  by 
the  hammer  blows  of  circuit  closing. 
To  improve  this  condition,  the 
Omaha  &  Council  Bluffs  Street  Rail- 
way, Omaha,  Neb.,  uses  an  arcing 
tip  which  has  a  lug  or  lip  on  either 
side.     When   forced   firmly  against 


■Slightly 

less  than 

90° 


t*-/" 


At  left,  old  type  of  tip.    At  right, 

arcing  top  with  lug  to 

prevent  loosening 


its  seat  the  hammer  blows  of  the 
circuit  closing  do  not  loosen  the  tip. 
Except  for  these  added  l^s,  the  arc- 
ing tips  are  identical  with  the  manu- 
facturer's product. 

The  lips  are  1  in.  long  and  are 
welded  onto  the  manufacturer's  tip 
and  filed  to  fit  the  seat.  In  order 
to  insure  that  the  tips  seat  firmly 
the  part  through  which  the  cap 
screw  passes  is  bent  to  an  angle 
slightly  less  than  90  deg.  As  the 
cap  screw  it  tightened  the  tip  comes 
to  a  firm  seat. 


•.'?Mfcmif(«f  in  Electric  Bailwai  Joubnal  Prise  Cnnini. 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


nil 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROI.HNG     STOCK — MACHINK     SHOP — 6 


Convenient  Type  of  Bench  Clamp' 

By  Arthur  E.  Clegg 

Foreman     Electrical     Department 
San  Diego  Electric  Hallway,  San  Dieg-o,  Gal. 


SAVING  of  time  was  the  purpose 
that  led  to  the  design  of  a  type 
of  bench  clamp  used  by  the  San 
Diego  Electric  Railway,  which  is 
shown  in  the  accompanying  illustra- 
tion. Work  can  be  held  in  the  clamp 
firmly  so  that  extreme  accuracy  will 
result  and  there  is  no  wasting  of 
time  by  the  work  slipping  out  of  the 
clamp  as  in  some  other  types. 

The  sections  of  the  clamp  desig- 
nated as  A  and  C  are  held  on  the 
end  of  the  bench  by  means  of  wood 
screws.  The  movable  part  marked 
B  slides  along  the  beveled  surface  of 


A.  The  opposite  side  of  B  is  parallel 
with  the  side  of  section  C.  The  off- 
set in  B  at  the  end  provides  for  large 
objects.      Very    thin    parts    can    be 


held  by  putting  thin  pieces  along  the 
surface  of  C  and  sliding  the  movable 
section  B  on  the  work,  thus  clamp- 
ing it  tightly. 


E3^ 


Bench  clamp  as  used  in  the  shops  of  the  San  Diego  Electric  Railway 


'Submitted  in  Electric  Railway  Joiunal  Prize  Contest. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

TRACK    AND    WAY    DKPARTMENT — 14 


Flange  Bearing  Electric  Over  Steam 
Railway  Crossing* 

By  Louis  T.  Botto 

Superintendent  Maintenance  of  Way 
San    Antonio    Public    Service    Company,    San   Antonio,   Tex. 


DURING  the  past  year  a  special 
type  of  electric-steam  railway 
crossing  has  been  developed  by  the 
San  Antonio  Public  Service  Com- 
pany. In  this,  the  electric  line  is 
flange  bearing  over  the  steam  line 
rails.  This  crossing  is  fabricated  of 
90-lb.  A.R.A.  rails,  steel  plates  and 
two  special  steel  castings  which  ac- 
commodate any  angle  between  50  and 
90  deg.  The  framework  holds  the 
railroad  rails  securely  to  line  and 
gage,  but  these  castings  are  not 
bolted  or  fastened  to  the  rails  in  any 
manner. 

Since  steel  plates  under  the  cross- 
ing are  in  the  same  plane,  standard 
cross  ties  can  be  used  at  right  angles 
to  the  railroad  rails  as  in  standard 


I  Acetylene  weld 
\  Electric  weld 

X-i'xIO'plafe 

Z-fxb" plate 
-90  lb.  ARA  rails 


A-Castings  far  side 

opposite  gage  of  tail 
^-Castings  forgoge 

side  of  roil 
6-Cllps  to  hold  rail 

to  pi  of e 


*fiubmitfed  vn  Electric  Railway  Jol'bnal  Prize  Contut. 


(OVEB) 


1112 


ELECTRIC  RAILWAY  JOURNAL 


l''ol.70.  A'o.25 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLIXG     STOCK — MACHINE     SHOP — 7 


Electro-Pneumatic  Shear" 


By  a.  D.  Moore 

Electrical  Department,  69th  Street  Terminal 

Philadelphia    Rapid    Transit    Company, 

Philadelphia.    Pa. 


MANUAL  operation  of  a  shear 
with  a  capacity  of  i-in.  x  2-in. 
flat  and  i-in.  round  stock  has  been 
obviated  by  changing  it  for  use 
with  an  air  compressor  in  the  shops 
of  the  Philadelphia  Rapid  Transit 
Company.  A  pair  of  obsolete  pneu- 
matic switch  movement  cylinders 
were  mounted  vertically  on  a  bed- 
plate together  with  the  shears.  The 
piston  rods  are  connected  with  a 
yoke  and  power  is  transmitted  from 
the  cylinders  to  the  shear  through  a 
lever  with  a  5  to  1  ratio.  The  lever 
consists  of  two  bars  with  a  common 
fulcrum  tied  together  with  a  shaft 
which  works  in  a  bushing  welded 
through  the  body  of  the  shear.  The 
connection  between  the  lever  bars  and 
the  piston  yoke  is  made  by  means  of 
a  link.  The  original  pin  fastening 
the  shear  links  with  the  manual  lever 
was  replaced  by  a  shaft  carrying  a 

*Submitted  in  Electeic  Railway  Journal  Prise  Contest. 


roller  at  each  end.  The  lever  bars 
are  slotted  and  bear  on  these  rollers, 
thus  transmitting  power  to  the  shear 
blade. 

Air  to  the  apparatus  is  controlled 
bj-  an  electro-magnetic  signal  magnet 
valve.  Directional  control  is  by  an 
electrically  controlled  National  Pneu- 
matic door  engine  valve  which  admits 
air  to  either  end  of  cylinders. 

In  operating  the  shear  the  circuit 
is  closed  to  the  electro-magnetic 
valve.  With  the  initial  movement  of 
the  shears  a  holding  circuit  makes  it 
unnecessary  to  continue  to  press  the 
starting  button.  A  circuit  controller 
connected  by  links  to  the  lever  re- 
verses a  directional  valve  when  the 
stroke  is  completed  and  returns  the 
blade  to  its  normal  position.  Provi- 
sion is  made  to  return  the  blade  to  its 
original  position  at  any  part  of  the 
down  stroke  as  a  safety  feature. 


Electro-pneumatic  snear  as  constructed 

in  the  shops  of  the  Philadelphia 

Rapid  Transit  Company 

As  the  shear  was  placed  beneath 
a  bench  for  space  economy,  a  swivel 
lamp  is  mounted  for  illumination. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

TRACK    AND    WAY    DEPARTMENT — 14 


Flange  Bearing  Electric  Over  Steam  Railway  Crossing* — Continued 


construction,  and  the  steel  plates 
provide  better  surface  bearing  on  the 
ties.  In  paved  street  intersections 
where  both  steam  roads  and  electric 
lines  operate  over  double  track,  one 
set  of  crossings  tends  to  creep  in  one 
direction  and  the  other  set  in  the 
opposite  direction.  This  often  causes 
a  very  unsightly  and  dangerous  con- 
dition. With  the  type  of  crossing 
illustrated,  such  conditions  do  not 
occur. 

In  the  construction  of  this  cross- 
ing the  ai-ms  of  the  electric  part  are 
perfectly  flexible  and  form  a  kind  of 
ball  and  socket  joint  with  the  rail- 
road rails,  which  can  be  raised  or 
lowered    as   conditions    require.      In 


Type  of  steam-electric  crossing  used 

by  the  San  Antonio  Public 

Service  Company 


pa%'ed  city  streets  electric  railways 
often  are  compelled  to  have  crossings 
over  the  curves  of  steam  roads,  the 
outside  rails  of  which  are  super- 
elevated.  Where  such  crossings 
occur  the  outside  joints  of  the  elec- 
tric line  usually  cause  an  expensive 
maintenance  job.  With  the  type  of 
crossing  shown  such  conditions  are 
accommodated  very  nicely. 

During  the  past  year  nine  of  these 
crossings  have  been  installed  by  the 
San  Antonio  Public  Service  Com- 
pany. On  an  average  they  have  cost 
much  less  than  the  crossings  previ- 
ously purchased  and  two  welders 
with  two  helpers  are  able  to  fabri- 
cate a  single  crossing  in  three  days. 


'BuimUtei  in  EuOTSlo  Railwat  Jocbhil  Prtee  Coitlot. 


December  17,  1927 


ELFXTRIC  RAILWAY  JOURNAL 


1112a 


World  Wide  Recognition 


nr-r^. 


^^Tool  Steer^  Gears  won  on  actual 
comparative  service  tests 

The  increasing  volume  of  "Tool  Steel"  Gears 
specified  during  the  past  7  years  bears  out  the 
results  of  tests  made. 

In  the  last  7  years  $800,000.00  worth  of  "Tool 
Steel"  gears  and  pinions  have  been  specified  and 
bought  for  new  street  railway  and  electrification 
equipment  in  North  and  South  America,  Eng- 
land, Holland  and  Australia. 

Specify  "Tool  Steel"  gears  for  your  new  equip- 
ment. 


The  Tool  Steel  Gear  ^ 

Cincinnati,  Ohio 


Co. 


'j^sun^dfqu^  G  CARS  AND  piNIONy" 


I112h 


ELECTRIC  RAILWAY  JOURNAL  December  17, 1927 

ariniMnitiiiiiniiiiiiiiniMiiiiMiiiMiiiiiiniiuiiinMniiiiiiiiiiriiiniiniiimntMiuiiniiiiuiiniMininiiiiiHiiiiiMiiiniiiiiiiiiiiiitiiiimii'^ 


REDUCE 
ROAD 

FAILURES 

Road  failures  to  a  considerable  degree 
are  motor  insulation  failures. 

These  failures  are  greatly  reduced  by 
periodic  renewals  of  the  insulating 
varnish,  which  protects  the  car  motor 
armature. 

The  renewal  process  requires  but  little 
time  and  no  trouble  when  the  maintC' 
nance  shop  is  equipped  with  a  specially 
designed  insulation  baking  oven. 

Armature  baking  is  the  best  way  to 
decrease  road  failures. 


YOUNG  BROTHERS  COMPANY 

6520  MACK  AVENUE,  DETROIT,  MICHIGAN 
DISTRICT    SALES    OFFICES  OVENS  FOR 

30  Church    St.   -  -   -  -   New    York  ••°'*     ""''     '""''l 

I«24Guiira„teeTltleBld«.,CIeveland  I'e  m°D  c  r^  t  u  r  e 

412  Granite  BIdB.  ....    St.  Louis  heaT  ?reatln« 

419  Call  Bldft,    ...    San  Francisco  Oryinj!,       Japan- 

988  Elllcott  Square    ....  Buffalo  .^<¥9^         nint>   and  Enani- 

20  E.  Jackson  Blvd.   .  .   .  Chicago  >!P'W?Qv      clinft— Electrical 

807SanFernandoBlda..I,o,An«ele»  ^^^L    ^fiamed   fo   ?|1 

^I^'JU'V"'"^-    ■    Se-.tle.  Wa.h.  IfrHni    n,ctto^d"o.hea." 

10  Hilih  St.  .   -   -   .   Boston.  Mass.  mL4s.LJjf    ine. 

INDUSTRIAL^VENS 


TRIBLOC  CHAIN  HOISTS 


For  the  overhead  tracks  in  your  shop  | 

To  make  a  profit  by  "meeting  the  demand  for  | 

better  transportation,"  it  is  essential  that  you  | 

have  "better  transportation"  in  the  shop.     Ford  i 

Tribloc  Chain  Hoists  provide  this  "better  trans-  | 

portation" — a  lively  and  profitable  load  hoisting  | 

and  moving  service.  I 

Let  us  tell  you  why  the  MALLEABLE  IRON  | 

and  FORGED  STEEL  parts  used  in  the  con-  | 

struction  of  Ford  Triblocs  mean  better,  longer-  | 

lived  hoists.  | 

Send  for  Catalog  T-B  | 

FORD    CHAIN  BLOCK    COMPANY  | 

2nd  and  Diamond  Sts.,  Philadelphia,  Pa.  = 

I                                                                                                                                             2380-D  I 
^inMliMiiiiiiiiiiiiniiiiuililiintiiiiiiiitiiiitliliiiiliiiimliniiiiiiiililiiiiiiiiiniiirliitiiiHliliiiiiuiniiiiniiiiiiiiimiiitiiiiiiiiiniiiniiiiir 

aiii(iiiiiiiiiiiimiiiiiiiiittiiiniiiiiiiiitiiiiiiiiiiiiiiiiiiiiiniiiimiiiiiiiiiiiiiiiiiitiiiHiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiii)), 

i         "American'' 


Light 

and 

Heavy 

SPRINGS 


Advantageous  loca- 
tion for  prompt  de- 
livery of  raw  materi- 
als— Ample  equipment 
of  modern  automatic 
machinery  and  appli- 
a  n  c  e  s  —  Pyrometer 
equipped  furnaces  as- 
suring accurate,  uni- 
form heat  treatment 
and  over  35  years' 
spring  manufacturing 
experience  constitute 
a  service  which  means 
satisfaction. 

May  we  estimate  on 
your  needs? 

AMERICAN  SPIRAL 
SPRING  SC  MFG.  CO. 

BstabUshed  1887 

ARSENAL  STATION 

PITTSBURGH,  PA., 

U.  S.  A. 


'iiiiniiiiiiiiiuiiiuiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiniimiiiiiiiniiiiiiimiiniiiiiiiiiiiiiiiiiiiiiiiiiiniiiuiiiiiiiiiiiiimiiiiiiiiiiiimiiiiiiiiiiii: 


December  17, 1927 


ELFXTRIC   RAILWAY  JOURNAL 


1113 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLIIMG   STOCK — MI8CBI.LANEOUS — 18 

Grease  Fittings  Applied  to  Trolley  Wheels' 

By  Charlie  Herms 

General  Foreman  San  Diego  Electric  Railway,  San  Diego,  Cal. 


TROLLEY  wheels  lubricated  by 
Zerk  grease  fittings  are  used  by 
the  San  Diego  Electric  Railway. 
Wheels  are  ordered  with  a  hole 
drilled  and  tapped  for  J -in.  standard 
pipe  at  such  an  angle  as  to  permit  the 
use  of  a  Zerk  grease  gun  nozzle.  For 
a  6-in.  diameter  wheel  an  angle  of  20 
deg.  is  required  to  permit  the  placing 
of  the  gun  nozzle  between  the  hai-p 
and  the  flange  of  the  wheel. 

This  method  of  lubrication  shows 
that  there  is  less  bushing  and  pin 
renewals  and  less  time  is  required 
on  inspection  for  lubrication  of  trol- 
ley wheels  than  with  methods  pre- 
viously used.  The  life  of  the  trolley 
wheel    itself    is    also    increased    as 


Application   of  a 

Zerk     fitting     to 

6-in.    trolley 

wheel 


'Suhmitted  in  Ei.bctrio  Railway  Jot:RNAr.  Prize  Contfst. 


fewer  wheels  develop  flat  spots  that 
are  usually  caused  by  sliding  on  ac- 
count of  poor  lubrication.  Zerk  fit- 
tings are  removed  from  old  wheels 
and  reinstalled  in  new  ones. 

With  this  method  of  lubrication 
the  chamber  of  the  trolley  wheel  is 
kept  filled  with  grease  and  a  wheel 
can  make  a  500-mile  run  without 
danger  of  running  dry.  Another  ad- 
vantage of  the  Zerk  fitting  over  the 
old  method  is  that  grease  or  oil  is  not 
spattered  over  the  ends  of  cars. 
Previously  inspectors  did  not  have  a 
proper  method  of  applying  the  lubri- 
cant and  a  considerable  amount 
would  be  dropped  on  the  cars  and 
cause  a  bad  appearance. 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLLING    STOCK — EI^KCTKICAI, — S3 


Dipping  and  Draining  System  for  Field  Coils' 


REINSULATION  of  field  coils 
.  with  the  system  used  by  the 
Georgia  Power  Company  requires 
dipping  in  plastic  varnish  before  and 
after  the  canvas  webbing  is  put  on 
and  dipping  in  finishing  varnish  to 
provide  a  smooth,  glossy  finish  after 
the  last  baking.  Convenient  equip- 
ment is  provided  for  the  dipping  and 
baking  in  the  form  of  a  sheet  metal 
trough  20  ft.  long  fastened  to  the 
shop  wall.  The  trough  is  divided 
into  two  sections  of  equal  length, 
each  draining  toward  the  center  and 
emptying  into  different  vats.  One 
side  is  used  for  black  plastic  varnish 
and  the  other  for  air-drying  finish- 
ing varnish.  By  dividing  the  trough 
the  two  operations  can  be  taken  care 
of  without  mixing  the  fluids. 

Supports    are    provided    for    the 
field  coils  in  the  form  of  pegs  welded 

hmitiiil  ill  Ki.KCTRic  Railway  Jot  rnai.  Prize  Ciml'-il. 


By  Equipment  Department 

Georgia  Power  Company 


Dipping  and  draining  board  used  by  the  Georgia  Power  Company 
in  the  Atlanta  railway  shop 


(OVKK) 


1114 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROLI.ING  STOCK — MISCELLANEOUS — 19 


Modernizing  Headlights* 

By  R.  T.  Chiles 

Master  Mechanic  Cumberland  County  Power  &  Light  Company, 
Portland,   Me. 


IN  ORDER  to  bring  our  headlight 
equipment  to  a  higher  degree  of 
efficiency  we  were  confronted  with 
the  alternative  of  junking  50  Im- 
perial headlights  and  rewiring  cars 
for  use  of  a  more  modern  type  or  the 
reconstructing  of  the  present  head- 
lights. As  the  cost  of  new  equip- 
ment and  wiring  changes  would  have 
been  about  $60  per  car,  it  was  decided 
to  modernize  the  present  headlights 
so  as  to  use  standard  150  or  95-watt 
concentrated  filament  lamps  and  a 
glass  reflector  with  focusing  ar- 
rangement. 

This  was  accomplished  without 
changes  to  the  car  wiring,  as  in  ad- 
dition to  the  210  ohms  in  the  old 
headlight  resistance  we  added  295 
ohms  in  the  circuit.     This  provided 


Construction  used  for  modernizing 
headlights 

60  volts  for  the  dim  stage,  and  by 
tapping  the  resistance  in  the  head- 
light  circuit   at   the    160-ohm   point 


115  volts  was  provided  for  the  bright 
stage.  The  two  resistance  tubes  in 
the  headlight  are  mounted  on  the 
original  bracket  and,  for  the  150- 
watt  lamps,  are  wound  with  No.  24 
resistance  wire. 

For  headlights  using  94-watt 
lamps  a  resistance  of  611  ohms  was 
added  in  the  headlight  in  addition 
to  the  old  resistance  for  the  dim 
stage  to  provide  60  volts  and  a  tap 
was  brought  out  to  give  300  ohms 
and  provide  115  volts  for  the  bright 
stage.  No.  29  resistance  wire  was 
used.  Other  material  used  to 
modernize  the  headlights  included 
12-in.  glass  reflectors,  new  sockets 
and  a  small  amount  of  resistance 
wire.  The  labor  cost  was  about  $16 
per  headlight. 


'Submitted  in  Electrio  Bailway  Journal,  Prize  Conteat 


Electric  Railway  Journal  Maintenance  Data  Sheet 

ROHING    STOCK — ELECTRICAL, — 33 


Dipping  and  Draining  System  for 
Field  Coils*— Continued 


into  a  piece  of  i-in.  x  3-in.  steel 
which  is  fastened  to  the  wall  along 
the  top  edge  of  the  back  of  the 
trough.  The  pegs  are  spaced  12  in. 
apart  and  with  fields  in  position  there 
is  1  in.  clearance  between  them. 

For  convenient  handling  a  small 
traveling  hoist  with  a  brake  above 
the  trough  is  arranged  so  that  the 
lifting  hook  will  remain  in  any  posi- 
tion until  the  brake  is  released.  One 
man  can  lift  a  field  coil  with  the  hoist 


and  move  it  along  the  trough  with- 
out danger  of  dropping  it. 

This  system  replaces  one  which  re- 
quired two  men  to  handle  coils  from 
the  dipping  vat  to  the  drain  board. 
The  old  system  required  a  floor  space 
8  ft.  square.  The  new  equipment  is 
20  ft.  long,  projects  18  in.  from  the 
wall  and  uses  less  than  one-half  the 
floor  space  of  the  previous  equip- 
ment. It  also  presents  a  much 
neater  appearance. 


•Subtnitled  In  Electric  Railwai  Jouenai,  Print  Conteet. 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1115 


New  Equipment 
Available 

Light-Weight  75-Ton  Jack 

EXTENDING  its  line  of  oil  power 
jacks,  a  75-ton  model  hydraulic 
jack  has  been  brought  out  by  the 
Blackhawk  Manufacturing  Company, 
Milwaukee,  Wis.  This  new  model 
weighs  but  200  lb.  and  is  lighter  than 
jacks  of  other  design  of  similar  capac- 
ity. It  has  special  carrying  handles 
so  that  two  men  can  carry  it  with  little 
effort. 

The  collapsed  height  of  the  new 
jack  is  but  18  in.  and  is  low  enough 
to  go  under  most  jobs.  It  has  a 
10-in.  lift,  which  gives  a  total  height 
of  28  in.  There  are  two  pumps,  a 
speed  pump  to  raise  the  plunger  of 


New  75-ton  hydraulic  jack 

the  jack  to  the  point  of  contact  and  a 
power  pump  to  raise  the  load. 

The  load  is  lowered  automatically, 
fast  or  slow  as  desired,  and  is  under 
control  at  all  times.  It  can  be  raised 
or  lowered  in  fractions  of  an  inch,  as 
desired.  A  release  valve  entirely 
separate  from  the  pump  prevents  ac- 
cidental lowering.  All  working  parts 
are  built  on  the  outside  of  the  jack. 

An  outstanding  feature  is  the  check 
valve  unit.  This  contains  both  ball 
checks  and  is  the  heart  of  the  jack. 
The  twin  check  unit  can  be  removed 
easily  for  cleaning  by  simply  unscrew- 
ing the  pump,  without  tearing  down 
the  jack.  The  capacity  of  the  jack 
is  rated  conservatively,  safety  being 
the  first  consideration.  Each  jack  is 
tested  beyond  rated  capacity  at  the 
factory. 


Dick  Prescott  Talks  Colors 

And  Steve  Sees  the  Light 


DICK  PRESCOTT,  assistant  su- 
perintendent of  the  Consolidated 
Railway  &  Light  Company  shop,  had 
taken  Steve  White,  carpenter  shop 
foreman,  out  into  the  shop  to  look 
over  one  of  their  most  modern  cars. 
Steve  did  not  know  what  Dick  had 
in  mind,  and  so  he  looked  expectantly 
when  they  paused  before  a  car. 

"Steve,"  said  Dick,  as  he  pointed 
toward  the  Coftsolidated's  latest  type 
of  rolling  stock,  "look  at  that  car 
and  tell  me  whether  you  would  paint 
your  automobile  that  way." 

"I  don't  get  you,  Dick,"  replied 
Steve,  regarding  his  superior  in  mild 
surprise. 

"Sure  you  do,  Steve.  Would  you 
paint  the  doors  of  your  automobile 
a  different  color  than  the  body,  or 
would  you  slap  a  solid  color  of  green 
or  yellow  or  orange  all  over  your 
automobile  body  and  let  it  go  at 
that?" 

"Why,  of  course  not." 

"Then  why  in  the  world  do  we  do 
that  on  a  street  car?" 

"Well,  a  street  car's  a  dififerent 
proposition." 

"Why,  Steve?" 

"Oh,  I  don't  know,  Dick.  I  don't 
quite  get  you  yet.  We've  always 
painted  cars  that  way." 

"That's  exactly  what  I'm  driving 
at.  We  started  painting  cars  that 
way  long  before  the  automobile  came 
along,  when  people  had  to  ride  with 
us  or  walk,  and  we've  never  given  a 
thought  to  doing  anything  else." 

"What  have  you  got  in  mind, 
Dick  ?  Coin'  to  put  on  a  lot  of  these 
circus  colors  we've  been  reading 
about  ?" 

"Not  at  all." 

"Then  I  don't  quite  follow  you." 

"Listen  here  a  minute,  Steve.  It's 
amusing  to  hear  some  of  the  serious 
discussion  of  this  circus  painting  by 
people  who  don't  understand  what 
it's  all  about.     Some  of  the  proper- 


ties that  have  put  on  bright  colors 
with  pennants  and  other  decorations 
have  done  that  merely  to  attract 
attention  to  the  fact  that  there's  a 
street  car  system  in  town.  That's 
merely  a  passing  phase  in  the  effort 
to  develop  more  attractive  color 
combinations  for  cars,  and  painting 
schemes  that  will  improve  their  ap- 
pearance instead  of  making  them 
look  awkward  and  clumsy." 

"That  sounds  all  right,  Dick,  but 
what  do  you  propose  doing?" 

"I  think  we  ought  to  get  away 
from  that  solid  yellow  we've  had 
on  these  cars  for  fifteen  years. 
Let's  use  one  of  the  automobile 
man's  bag  of  tricks  that  we  see 
paraded  before  our  eyes  every  day 
and  that  he  uses  effectively  every 
time  he  brings  out  a  new  model. 
We  could  pick  out  a  decent  combi- 
nation of  two  colors  that  blend  well 
together  and  put  a  nice  band  or 
stripe  between  them  so  we  could 
carry  the  colors  all  the  way  around 
the  car." 

"Do  you  mean  that  you'd  paint 
right  across  the  doors  instead  of 
keeping  them  finished  in  mahogany  ?" 

"Sure." 

"Well,  I  never  saw  that  tried. 
Still  I  can't  see  but  what  it  would 
look  all  right." 

"There's  only  one  way  to  find  out 
how  to  do  it,  Steve,  and  that's  to 
try  it  out.  Let's  take  this  car  as  a 
sample  and  see  what  we  can  do." 

"That  is  easy,  Dick.  I'll  bring 
some  color  panels  up  to  your  office 
tomorrow,  and  you  can  decide  on  the 
color  scheme  you  want  to  try  out.' 

"Good  enough.  We  may  have  to 
try  two  or  three  combinations  be- 
fore we  work  it  out,  but  I'm  anxious 
to  see  whether  Mr.  Milburn,  our 
general  manager,  isn't  ready  to  spend 
a  little  money  on  paint  to  make  these 
cars  look  a  little  less  like  box  cars 
going  down  the  street." 


1116 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


n\ 


Association  Activities 


s^^ 


New  England  Club  Has  Record  Meeting 

History  of  the  Connecticut  Company  was  outlined  and  New 
Bridgeport  mercury-arc  rectifier  substation  discussed 
before  large  gathering  at  Hartford 


IN  ACCORDANCE  with  its  recently 
adopted  policy  of  holding  meetings  in 
the  various  cities  served  by  the  larger 
operating  companies  in  that  section  the 
New  England  Street  Railway  Club  met 
on  Dec.  8  at  Hartford,  Conn.  The  pro- 
gram was  arranged  by  N.  J.  Scott,  man- 
ager of  the  Hartford  division  of  the 
Connecticut  Company,  and  centered 
around  the  activities  of  that  railway. 
About  200  members  were  present.  This 
large  attendance  was  said  to  establish 
a  record  for  a  regular  quarterly  meeting 
of  the  club. 

Charles  Rufus  Harte,  construction 
engineer  of  the  Connecticut  Company, 
presented  an  interesting  outline  of  the 
68  years  history  of  his  company  and  its 
predecessors  serving  the  same  territory. 
His  talk  was  illustrated  by  lantern  slides 
showing  both  the  early  days  of  the  rail- 
way's history  and  the  scope  and  char- 
acter of  its  present  transportation  sys- 
tem. An  abstract  of  his  address  appears 
elsewhere  in  this  issue. 

Rectifiers  Supply  Bridgeport 

Mercury-arc  rectifiers  at  the  new 
Bridgeport  substation  were  discussed 
by  George  Wood,  power  engineer  the 
Connecticut  Company.  Early  in  the 
fall  of  1926  studies  had  been  com- 
menced, he  said,  with  a  view  to  the 
creation  of  modern  power  facilities  for 
the  company  at  Bridgeport.  The  com- 
pany's Seaview  Avenue  generating  sta- 
tion was  old  and  costly  to  operate.  Its 
location  was  remote  from  the  center  of 
the  load  and  there  were  considerable 
losses  in  the  feeder  lines.  Another  in- 
fluential factor  in  favor  of  change  of 
the  source  of  power  was  the  impending 
necessity  to  spend  $60,000  for  a  new 
submarine  cable  crossing  where  the 
city  was  planning  to  relocate  an  im- 
portant highway  bridge.  These  studies 
indicated  that  the  power  demand  of  tiie 
railway  could  be  met  most  satisfactorily 
by  the  erection  of  one  substation  in  the 
vicinity  of  the  Congress  Street  carhouse 
in  the  city  of  Bridgeport  and  a  second 
in  the  town  of  Stratford. 

Mercury-arc  rectifiers  were  chosen 
for  these  substations  for  four  reasons: 
(1)  Efficiency;  (2)  ability  to  operate 
on  either  25  or  60  cycles;  (3)  low 
maintenance  cost;  (4)  freedom  from 
heavy  foundation  requirements.  The 
latter  consideration  was  of  great  impor- 
tance because  the  station  is  located 
on  filled  land.  Accordingly  seven  2,000- 
amp.,  600-volt  mercury-arc  rectifiers 
were  bought  from  the  American  Brown 


Boveri  Corporation.  The  Congress 
Street  substation,  which  carries  the 
bulk  of  the  load,  is  equipped  with  five 
rectifiers.  It  is  manually  operated.  The 
Stratford  substation  has  two  rectifiers 
and  is  wholly  automatic.  For  con- 
venience and  simplicity  it  was  decided 
that  all  units  at  both  stations  should  be 
of  the  same  design. 

Mr.  Wood  presented  lantern  slides 
showing  the  outdoor  equipment,  includ- 
ing the  two  incoming  three-phase,  13,- 
900-volt  transmission  lines,  the  auxiliary 
bus  on  each  line  ahead  of  the  switches, 
the  auto-transformers  and  the  main 
1,400-kva.  transformers.  These  are  de- 
signed to  operate  with  three-phase 
primary  at  6,600,  11,000  or  13,900  volts, 
while  the  secondary  is  double  six-phase 
at  550  volts. 

Other  views  were  presented  show- 
ing the  interior  equipment  and  arrange- 
ment of  the  station.  The  rectifier  and 
feeder  control  board  consists  of  twenty 
panels.  At  one  end  is  the  incoming 
line  and  auxiliary  control  panel.  Next 
come  five  rectifier  control  panels  with 


COMING  MEETINGS 
OF 

Electric  Railway  and 
Allied  Associations 

Jan.  6 — Metropolitan  Section, 
A.  E.  R.  A.,  Engineering  Societies 
Building,  39  W.  39th  Street,  New 
York,  N.  Y.,  8  p.m. 

Jan.  16-17 — Midwest  Electric  Rail- 
way Association,  Hot  Springs,  Ark. 

Jan.  lS-19 — Kentucky  Association 
of  Public  Utilities,  annual  meeting 
Brown  Hotel,  Louisville,  Ky. 

Jan.  /<?-/9— Central  Electric  Traf- 
fic Association,  Hotel  Gibson,  Cin- 
cinnati, Ohio. 

Jan.  25 — Central  Electric  Railway 
Master  Mechanics'  Association,  Ho- 
tel Gibson,  Cincinnati,  Ohio. 

Jan.  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Roosevelt  Hotel,  New 
Orleans,  La. 

Jan.  26-27 — Central  Electric  Rail- 
way Association,  Hotel  Gibson,  Cin- 
cinnati, Ohio. 

Jan.  J/— New  York  Electric  Rail- 
way Association,  annual  meeting, 
Hotel  Commodore,  New  York,  N.  Y. 


meters  and  protective  apparatus.  A' 
the  other  end  of  the  board  are  fourtee.i 
panels  for  feeder  switches  and  circuit 
breakers. 

Construction  of  the  building  was  com- 
menced March  27  of  the  present  year, 
Mr.  Wood  said.  Work  on  the  equip- 
ment began  May  15.  The  first  unit  was 
put  in  operation  Aug.  15  and  all  were 
in  operation  by  Sept.  26.  No  trouble 
of  any  kind  has  been  experienced  since 
these  rectifiers  have  been  in  service  and 
an  over-all  efficiency  of  93  per  cent  has 
been  obtained,  including  the  line  loss. 
A  technical  article  concerning  this  in- 
stallation will  appear  in  a  future  issue. 
The  discussion  was  continued  by 
John  Egli,  field  engineer  American 
Brown  Boveri  Corporation.  He  said 
that  the  reason  for  installing  auto- 
transformers  was  to  permit  the  station 
to  operate  at  a  greater  variety  of  volt- 
ages than  could  be  secured  satisfactorily 
with  ordinary  transformers.  He  called 
attention  to  the  fact  that  more  than  800 
mercury-arc  rectifiers  have  been  made 
by  the  Brown- Boveri  company  at 
Baden,  Switzerland,  and  that  street  rail- 
way systems  at  Berlin,  Germany,  have 
placed  orders  for  additional  equipment. 
Robert  B.  Stearns,  president  of  the 
club,  presided  at  the  dinner  and  evening 
meeting.  He  paid  tribute  to  the  excel- 
lent work  done  by  the  officials  of  the 
Connecticut  Company  in  arranging  the 
meeting.  J.  K.  Punderford,  president  of 
the  company,  said  that  the  major  part 
of  the  credit  belonged  to  N.  J.  Scott, 
manager  of  the  Hartford  division.  The 
latter  spoke  briefly  and  said  that  it  had 
been  a  pleasure  for  the  Connecticut  men 
at  Hartford  to  do  what  they  could  in 
arranging  the  program  and  making  the 
meeting  a  success. 

Transportation  problems  were  touched 
upon  briefly  at  the  end  of  a  talk  by 
Richard  T.  Higgins,  chairman  Connec- 
ticut Public  Utilities  Commission.  Mr. 
Higgins  began  his  talk  by  mentioning 
the  annual  meeting  of  the  National  As- 
sociation of  Railroad  and  Utilities  Com- 
missioners held  some  time  ago  at  Dallas, 
Tex.  From  this  he  went  on  to  speak 
of  industrial  conditions  in  the  South. 
Reverting  to  the  subject  of  transporta- 
tion, he  said  that  the  public  will  co- 
operate if  informed  of  utility  activities. 
Good  service  and  courtesy,  however,  are 
essential  to  securing  this  co-operation. 
In  Connecticut  the  commission's  inspec- 
tions showed  the  bus  service  rendered 
by  the  Connecticut  Company  to  be  the 
best  in  the  state.  This,  he  said,  is  pri- 
marily because  it  has  trained  men.  He 
prophesied  an  increasing  use  of  public 
transportation  vehicles  because  conges- 
tion is  causing  people  to  keep  their  pri- 
vate automobiles  at  home.  Nothing  has 
yet  been  invented,  he  said,  which  equals 
the  street  car  for  efficient  handling  of 
mass  transportation. 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1117 


.   -^ 

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n! 

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m 

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b^ 

v» 

K..nB|iiHrq 

■Bili^B 

j^jjgj^ij^^ 

ate.,  ■■ 

At  left — OW  Fair  Haven,  Broadway  8C  Westville  horse  car.     At  right — the  wooden  bridge  o\cr  the   Connecticut  Ri\ tr   at  1  iarttord. 
It  was  built  in  1818  and  made  free  in  1889.     On  May  17,  1895,  the  bridge  burned 


68  Years  of  Railway  Service  in 
Connecticut* 

By  Charles  Rufus  Harte 

Construction  Engineer  the  Connecticut  Company, 

New  Haven,   Conn. 


HISTORICALLY,  the  Connecticut 
Company  dates  from  June  18,  1859, 
when  its  oldest  line,  the  Hartford  & 
Wethersfield  Horse  Railway,  received 
its  charter.  Other  lines  followed  from 
time  to  time  until  1888.  When  electric 
operation  began,  there  was  a  very  con- 
siderable mileage  throughout  the  state. 

The  New  York,  New  Haven  &  Hart- 
ford Railroad  made  its  first  purchase  of 
trolley  stock,  a  controlling  interest  in 
the  Stamford  Railway,  in  1895,  but  the 
principal  growth  followed  the  purchase, 
in  1902,  of  the  Worcester  &  Connecti- 
cut Eastern,  which  under  its  new  name 
of  the  Consolidated  Railwayj  by  pur- 
chase, construction  and  lease  in  the 
period  ended  June  1,  1907,  created 
practically  the  present  property,  which 
on  that  date  was  put  into  the  hands  of 
the  Connecticut  Company,  chartered  for 
that  purpose,  to  be  operated  by  it.  In 
1910  the  title  to  the  property  formally 
passed  to  this  company. 

In  1914,  in  connection  with  settle- 
ment of  difficulties  with  the  United 
States  government,  the  Connecticut 
Company  was  placed  in  the  hands  of 
five  federal   trustees,  appointed  by  the 


*Abstract  of  a  paper  presented  at  a  meet- 
ing of  the  New  England  Street  Railway 
club  at  Hartford,  Conn.,  Dec.  8. 


court,  a  situation  which  continued  until 
Jan.  1,  1926,  when  the  decree  was  dis- 
solved and  the  property  was  returned  to 
the  New  Haven  Railroad. 

The  system  consists  today  of  514 
miles  of  first  main  track,  185  of  which 
is  double,  and  196  miles  of  bus  routes, 
over  which  are  operated  some  1,323  pas- 
senger cars  and  124  buses.  These 
carried  in  the  twelve  months  end- 
ing Oct.  31,  1927,  the  equivalent  of 
151,030,148  single  fare,  and  29,334,383 
transfer  passengers  by  cars,  and 
13,334,383  single  fare  and  1,821,545 
transfer  passengers  by  bus,  the  neces- 
sary power  for  the  cars  being  in  part 
generated  by  the  three  owned  stations  at 
New  Haven,  Hartford  and  Danielson, 
and  in  part  purchased. 

It  was  the  thought  of  the  late  presi- 
dent of  the  New  Haven  system,  Charles 
S.  Mellen,  that  the  way  to  make  a 
railroad  prosperous  was  to  insure  the 
prosperity  of  its  territory,  and  he 
believed  that  good  secondary  transporta- 
tion would  bring  that  prosperity,  result- 
ing in  a  net  gain  if  both  groups  were 
under  the  same  control,  although  the 
secondary  group  by  itself  mifht  actually 
be  a  losing  proposition.  The  difficulties 
of  the  New  Haven  and  the  astounding 
increase    in   automobile   use   completely 


upset  Mr.  Mellen's  calculations,  but 
any  criticism  of  the  unfortunate  out- 
come of  some  of  the  plans,  to  be  just, 
must  consider  the  purpose  in  view,  and 
the  totally  unexpected  development  of 
later  years. 

The  track  structure  today  does  not 
include  any  of  the  old  strap  rail  on 
longitudinal  stringers,  nor  some  of  the 
very  light  sections  on  metal  chains,  but 
while  in  replacement  general  standard- 
ization is  going  on  there  is  still  a  large 
variety,  partly  hand-me-downs  from  old 
companies,  but  still  having  good  service 
life,  partly  as  the  result  of  experimental 
work  and  partly  due  to  special  conditions. 
Today  we  have  three  general  forms, 
open  steam  railroad  type  on  private 
way,  paved  on  wooden  ties  in  the  ma- 
jority of  the  cities,  and  here  in  Hart- 
ford, where  clay  makes  a  great  deal  of 
trouble,  paved  on  steel-and-concrete  twin 
ties  on  a  concrete  mat  with  upturned 
edges,  forming  a  trough. 

These  ties  are  precast,  the  increased 
weight  making  it  far  easier  to  line  and 
surface  the  134-lb.  rail  under  which  they 
are  used,  while  their  shorter  length  and 
less  depth  than  wood  ties  effect  a  saving 
in  the  expensive  mat  construction  that 
offsets  the  higher  first  cost.  Joints  are 
welded,  using  chiefly  the  arc,  although 
there  have  been  quite  a  few  thermit 
welds.  General  maintenance  costs  have 
been  steadily  reduced  by  the  employment 
as  far  as  practicable,  of  the  modern 
mechanical  aids,  ranging  from  cranes 
and  steam  shovels  down  to  tamping  tools 
and  similar  compressed  air  aoparatus. 
It  may  be  of  interest  to  note  that  Con- 


At  left — OflScial  trip  of  the  first  electric  car  in  Hartford,  on  Sept.   12,  1888.     At  right — A  modern  car 
and  bus  of  the  present-day  Connecticut  Company 


1118 


ELECTRIC  RAILWAY  JOURNAL  , 


Vol.70,  No.25 


y 


An  early  model  of  car  for  the  Hartford  &. 
Wethersfield  Horse  Railway 

iiecticut,  recognizing  the  injustice  of  to- 
day requiring  the  trolley  to  pave  a  large 
proportion  of  the  street  for  the  use  of 
its  competitors,  has  cut  down  the  pav- 
ing requirement  for  the  old  one  of  all 
between  lines  two  feet  outside  the  out- 
side rails,  to  eight  inches  each  side  of 
each  rail. 

The  early  motive  power  was  that  of 
the  good  old  "hay  burner,"  not  unduly 
speedy,  but  reasonably  dependable  if 
conditions  were  not  too  adverse.  The 
old  track  and  the  small  flanges  made  a 
combination  easily  broken  up,  and  it  was 
regular  procedure  to  turn  tlie  team  to 
one  side,  drag  the  car  off  the  rail,  around 
some  obstacle  and  back  on  to  the  track, 
which  was  apt  to  be  pretty  nearly  as 
roup-h  riding  as  the  cobble  paving. 

The  advantage  of  a  different  type  of 
motor  was  early  realized,  however.  In 
1873  New  Haven  tried  a  compressed  air 
motor  which  went  out  Whitney  Avenue 
quite  successfully,  but  came  to  grief  in 
returning.  A  number  of  the  properties 
were  deeply  interested  in  the  develop- 
ments in  electrification,  so  much  so 
that  while  the  first  successful  com- 
mercial line,  the  Sprague  system  at 
Richmond,  Va.,  began  operation  in 
Februarv.  1888,  Connecticut  had  three 
electrified  svstems  in  operation  within 
eight  months. 

At  Derby,  a  Van  Depoele  system 
started  operation  on  May  1,  1888.  The 
little  cars  had  the  motor  on  the  front 
platform  with  chain-and-sprocket  drive 
to  the  axle,  and  the  collector  was  an 
underrunning  wheel.  James  Kennedy, 
now  roadmaster  of  the  Derby  division. 


A  Daft  car  at  Meriden,  using  an 
over-running  collector 

had  much  to  do  with  the  installation  and 
claims  to  have  invented  the  first  over- 
head frog.  His  description  of  how  he 
made  the  pattern  from  the  heavy  paste- 
board of  the  box  which  held  his  wife's 
wedding  dress,  and  of  the  lady's  reaction 
when  she  discovered  it,  is  certainly 
convincing. 

On  July  1,  1888,  Derby  put  in  opera- 
tion a  Van  Depoele  freight  locomotive, 
and  while  in  the  earlier  experiments 
electric  locomotives  had  been  used  to 
draw  passenger  trailers,  so  far  as  is 
known  this  was  the  first  use  of  an  elec- 
tric locomotive  for  freight  service  in 
the  world. 

In  Meriden,  two  months  later,  there 
was  started  a  Daft  system,  using  the 
overrunning  collector,  a  real  trolley, 
which  gave  the  electric  car  its  usual 
name.  The  two  sides  of  the  circuit 
formed  the  track  for  the  collector,  from 
which  a  flexible  cable  dropped  to  the 
car  where  it  was  so  fastened  that  it 
could  readly  be  disconnected.  There 
were  but  the  two  wires  overhead,  and  at 
sidings,  while  the  cars  passed,  the 
trolleys  were  exchanged.  The  device 
proved   a   bad   actor,   however,    readily 


This  car  was  placed  in  service  in  Hartford 
during  1890 

running  off  its  wire  track,  smashing  in 
the  roof  of  the  car  when,  as  was  usually 
the  case,  it  landed  there. 

Hartford  had  been  the  first  city  in 
the  state  to  have  horse  cars,  and  while 
it  was  a  little  slow  in  trying  the  new 
electric  cars  it  was  not  very  far  behind 
Derby  and  Meriden,  its  Sprague  sys- 
tem having  a  tryout  on  Sept.  12,  1888. 
The  car  looked  more  like  a  present-day 
trolley  than  the  two  others,  and  it 
worked  well,  but  it  was  some  time  before 
all  the  city  lines  were  electrified.  Dur- 
ing this  period,  about  1890,  there  was 
tried  a  Barrett  storage  battery  car,  made 
in  Springfield,  which  ran  for  some  time 
with  varying  success  on  Main  Street. 

New  Haven  held  to  the  horse  car  even 
longer  than  Hartford.  The  first  line 
electrified  was  that  to  West  Haven,  the 
first  electric  operation  being  the  night 
of  June  13,  1892;  the  last  line  the  Dix- 
well  Avenue,  was  electrified  three  years 
later. 

Appreciating  the  possibilities  of  the 
bus,  this  company  early  gave  the  ques- 
tion careful  study,  but  it  was  not  until 
the  Legislature  of  I52I  gave  some  meas- 
ure of  protection  that  regular  operation 
was  tried.  Today  we  have  a  fleet  of  124, 
furnishing  transportation  in  those  cases 
where  there  is  a  real  necessity,  but  not 
enough  to  warrant  construction  of  a  car 
line:  where  highway  changes  required 
track  reconstruction  at  cost  which  was 
not  warranted  by  the  traffic;  and  in  a 
few  instances  where  it  has  been  possi- 
ble by  the  use  of  the  bus  to  give  express 
service,  notably  in  the  case  of  the  New 
Haven-Bridgeport  line. 


Snowbound.     One  of  the  experiences  in  the  operation  of  the  West  Chapel 
Street  line  in  New  Haven 


Van   Depoele   electric   locomotive 
at  Derby 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1119 


British  Institute  President  Shows 
Economy  of  Electrification 

RT.  SMITH,  the  new  president  of 
•the  British  Institute  of  Transport, 
in  his  opening  address  delivered  in  Lon- 
don recently  spoke  on  "The  Advantages 
of  Main-Line  Railway  Electrification." 
He  drew  attention  to  the  results  of  six 
years'  operation  of  the  electrified  por- 
tions of  the  Swiss  Federal  Railways. 
President  Smith  said  that  the  time  of 
the  journeys  made  by  express  trains  has 
been  decreased  20  per  cent  and  slower 
passenger  services  have  been  improved. 
Heavier  freight  trains  are  being  hauled 
than  was  possible  with  steam  locomo- 
tives, the  average  increase  in  trailing 
load  up  to  last  August  being  47  per  cent. 
The  capacity  of  the  Gothard  line  for 
carrying  minerals   has  been  doubled. 

Electrification  has  not  increased  the 
cost  of  the  permanent  way.  Together 
with  the  fall  in  the  cost  of  wages,  it  has 
reduced  the  total  cost  of  traction  and  of 
workshops,  and  has  enabled  34  per  cent 
more  traffic  in  ton-miles  to  be  hauled  by 
the  whole  railway  equipment,  steam  and 
electric,  in  the  last  four  years  without 
any  appreciable  increase  in  the  traffic 
cost  of  working  the  trains  and  the 
stations. 

Relative  to  English  and  Welsh  rail- 
ways, Mr.  Smith  said  that  the  individual 


headings  of  expense  in  the  working  cost 
of  the  train-mile  since  the  war  average 
three  times  the  pre-war  cost,  but  will 
probably  sink  to  double  pre-war  cost. 
Estimates  for  main-line  electrification 
projects  in  Britain  over  long  lengths  of 
route  show  that  the  savings  in  working 
expenditure  as  compared  with  steam  will 
pay  on  the  cost  of  electrification  from  5 
per  cent  on  fairly  busy  lines  to  as  mucii 
as  12  per  cent  on  lines  fully  worked 
with  dense  mineral  and  freight  traffic 
throughout  the  24  hours.  The  capital 
cost  per  route-mile  of  double  track, 
estimated  at  £25,000  ($125,000)  for 
suburban  lines,  will  probablv  amount  to 
£60,000  ($300,000)  for  main  lines. 

English  and  Swiss  figures  are  not 
comparable,  as  English  equipment  is  for 
density  of  traffic  between  two  and  three 
times  as  great  as  Swiss  traffic.  Speak- 
ing as  an  engineer,  one-half  of  whose 
career  has  been  spent  in  the  railway 
service,  President  Smith  said  that  per- 
haps some  of  his  old  railway  colleagues 
would  be  stimulated  to  look  at  railway 
electrification  not  only  from  the  point  of 
view  of  saving  working  costs— although 
this  can  be  done  under  favorable  condi- 
tions— but  that  of  increasing  the  earn- 
ing power  of  a  certain  investment  in 
way  and  works  through  increasing  the 
average  speed  of  freight  train  and  slow 
train  operation. 


Co-ordinating  All  Transportation 
Facilities  Under  One  Management* 

By  J.  M.  Shaw 
Executive  Secretary  Mitten  Management,  Inc. 


IT  HAS  come  to  be  recognized  in 
modern  business  that  mankind  with- 
holds its  greatest  rewards  for  those  who 
serve  it  best.  It  is  the  recognition  of 
this  truth  which  has  changed  complete- 
ly in  two  short  decades  the  public  atti- 
tude toward  "big  business."  The  mod- 
ern trend  is  all  toward  consolidation  of 
related  industries  and  industrial  units. 
We  gaze  with  mute  approval  at  consoli- 
dations and  mergers  which  fifteen  years 
ago  would  have  made  us  rush  wild-eyed 
from  the  market  place  determined  to 
pass  a  law. 

We  have  seen  the  trend  toward  con- 
solidation in  our  own  industry  and  it 
is  universally  agreed  that  we  need  more 
of  it.  The  problem  facing  our  largest 
cities  is  how  to  bring  it  about  fully  and 
completely  and  in  fairness  to  all. 

The  street  car  is  now  and  is  likely  to 
continue  to  be  the  backbone  of  trans- 
portation in  large  cities.  The  motor 
bus  has  found  a  place  of  increasing  use- 
fulness in  supplying  boulevard  service 
and  in  serving  feeder  lines  in  outlying 
sections,  as  well  as  in  communities 
where  the  large  initial  investment  in 
track  and  overhead  is  not  justified. 
High-speed   lines   under   and    over   the 


*Abstract  of  a  paper  presented  at  tne 
annual  convention  of  the  Pennsylvania 
Street  Railway  Association,  held  at  Scran- 
ton,  Pa.,  Dec.  1  and  2. 


ground  ha^  contributed  much  in 
densely  populated  cities.  The  private 
automobile  has  won  the  hearts  of  many 
who  formerly  use  public  transportation. 
All  of  these  facilities,  however,  have 
limitations  which  prevent  them  from  re- 
placing the  street  car. 

Mitten  Management,  which  operates 
the  city  transportation  systems  of  Phil- 
adelphia and  Buffalo,  has  arrived  at  the 
conclusion  that  every  phase  of  city 
transportation  must  be  brought  under 
one  direct  operating  control  before  this 
universal  problem  can  be  properly  ap- 
proached. By  this  means  street  space 
may  be  conserved.  At  the  same  time, 
the  largest  possible  proportion  of  trans- 
portation earnings  may  be  made  avail- 
able for  expansion  and  improvement. 

This  principle  has  been  applied  in 
Philadelphia  to  a  greater  extent  than  in 
any  other  large  city.  The  street  rail- 
way lines  have  for  many  years  been 
operated  as  a  unit  by  the  Philadelphia 
Rapid  Transit  Company,  the  numer- 
ous companies  of  earlier  days  having 
been  brought  together  by  the  economic 
pressure  of  the  need  for  a  one-fare  city- 
wide  system.  To  this  surface  .system 
have  also  been  added  the  Market  Street 
subway-elevated  line,  built  by  the  com- 
pany, and  the  Frankford  elevated  line, 
built  by  the  city. 

The  development  of  the  motor  bus, 
because  of  the  urge  to  "ride  on  rubber" 


and  in  view  of  the  advance  in  the  au- 
tomotive art,  was  inevitable.  We  were 
confronted  with  the  problem  of  meeting 
a  new  form  of  competition  with  the 
street  railway  lines.  Decidedly  the 
best  way  to  meet  this  competition  would 
be  to  use  the  resources  of  the  existing 
system  to  develop  a  bus  service  which 
no  competitor  could  hope  to  equal. 
Since  1923  we  have  steadily  added  to 
our  bus  equipment  and  are  now  operat- 
ing buses  over  200  miles  of  city  streets 
at  a  10-cent  fare,  assuming  a  seat  for 
every  passenger,  and  giving  a  connect- 
ing ride  with  street  car  and  subway- 
elevated  lines  for  3  cents  additional. 

Even  the  motor  bus,  however,  does 
not  entirely  meet  the  public  desire  for 
greater  speed  and  comfort,  and  the 
taxicab  in  recent  years  has  become  in- 
creasingly a  factor  of  competition  with 
the  existing  facilities.  P.R.T.  ac- 
cordingly purchased  the  Yellow  Cab 
Company,  tlie  largest  cab  operator  in 
Philadelphia,  and  has  announced  its  in- 
tention of  ultimately  combining  as  part 
of  its  system  all  the  taxicabs  of  the  city. 
When  this  is  accomplished,  it  will  make 
possible  the  furnishing  of  a  higher 
grade  of  service,  with  elimination  of 
unnecessary  cruising  in  the  city  streets 
and  other  economies. 

The  Philadelphia  taxicab  companies 
have  submitted  to  the  Public  Service 
Commission  a  plan  for  the  elimination 
of  cruising.  Under  this  plan  the  two 
smaller  companies  will  be  merged  with 
P.  R.  T.,  leaving  only  two  companies 
in  the  field.  These  will  co-operate  in 
the  no-cruising  plan.  The  cabs  will 
thus  operate  so  as  to  increase  their  own 
usefulness  and  at  the  same  time  give 
due  consideration  to  the  economical  use 
of  the  street  space  in  the  interest  of  the 
great  majority. 

Not  only  does  this  co-ordination  wipe 
)ut  the  wastes  of  competition  and  make 
for  better  transportation  service,  but 
it  has  the  added  advantage  of  keeping 
together  in  one  fund  the  earnings  of  the 
joint  system,  so  that  as  little  as  pos- 
sible may  be  dissipated  and  the  greatest 
possible  share  applied  to  help  support 
new  facilities  supplied  either  by  the 
company  or  by  the  city. 

This  entire  transportation  problem  is 
vital  to  the  future  of  every  American 
city,  and  the  one  which  solves  it  best 
will  have  a  great  commercial  advan- 
tage over  its  less  progressive  neighbors. 

From  the  standpoint  of  the  private 
operator,  there  must  be  a  readiness  to 
submit  to  the  process  which  transforms 
him  from  a  street  railway  man,  a  bus 
man  or  a  taxicab  man  to  a  purveyor 
of  transportation.  He  must  understand 
that,  although  his  business  has  thus 
been  co-ordinated  with  others,  he  is  sub- 
ject to  more  violent  competition  than 
ever  before  because  of  the  development 
of  the  private  automobile.  He  will  be 
wise  if  he  has  his  ear  to  the  ground  to 
recognize  changes  in  the  public  taste, 
and  by  supplying  every  need  win  that 
measure  of  public  good  will  which  is 
priceless  and  the  importance  of  which 
we  have  in  the  past  been  inclined  to 
minimize.  Our  slogan  for  the  future 
should  be  "Co-ordinate  or  bust." 


,.1120 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.2S 


Better  Organized  Supervision* 

By  W.  T.  Rossell 
General  Manager  Pittsburgh  Railways 

TO  ORGANIZE  is  by  definition 
to  bring  into  systematic  relation  as 
parts  of  a  whole.  Electric  railway 
properties  are  organized  to  produce 
local  mass  transportation  of  the  best 
quality  consistent  with  a  low  fare  and  a 
reasonable  profit.  Organization  con- 
notes supervision.  A  lone  craftsman  or 
artist,  fashioning  a  completed  article, 
needs  no  outside  supervision.  He  is 
a  complete  organization  in  himself. 
At  first,  men  were  individualists,  each 
supplying  his  own  needs.  The  family 
and  the  tribe  were  the  first  steps  in 
specialization;  The  history  of  civiliza- 
tion  is  the  history  of  specialization. 

To  be  successful,  an  organization 
must  perform  its  functions  well  as 
measured  by  the  standards  of  the  day. 
It  must  also  have  the  power  to  adjust 
and  to  adapt  itself  to  changed  conditions. 
Nothing  is  surer  or  more  ruthless  than 
change.  Its  victims  strew  the  records 
of  the  past  and  are  everywhere  today. 
They  include  every  kind  of  organiza- 
tion, from  individuals  to  empires.  So 
the  value  of  an  organization  may  be 
measured  by  the  two  qualities  efficiency 
and  adaptability:  They  are  not  synony- 
mous, indeed  they  may  be  mutually  ex- 
clusive. 

Industry  developed  as  men  gradually 
discovered  that  by  gathering  in  organi- 
zations they  could  produce  and  con- 
sequently have  more.  It  was  discovered 
that  tools  could  be  used  to  advantage; 
that  one  man  could  do  one  part  of  the 
work  and  others  different  parts.  Some 
came  to  supply  the  materials ;  others  to 
fabricate  them. 

These  methods  grew  slowly,  pain- 
fully, and  often  in  a  haphazard  way. 
It  was  at  times  discovered  that  ma- 
terials moved  back  and  forth  many  times 
before  the  work  was  completed.  Men 
frequently  spent  more  time  walking 
about  than  they  did  at  work. 

It  must  be  obvious  to  all  that  as 
specialization  increases  the  interde- 
pendence of  individuals  and  groups 
grows.  Some  one  fails  and  another  finds 
himself  without  the  proper  tools  or  ma- 
terials. His  failure  in  turn  reacts  on 
others  and  the  whole  organization  is 
affected.  Whether  the  organization  be 
a  shop,  a  department  or  an  entire  street 
railway  company,  the  better  it  is 
organized  the  greater  the  specialization. 

Here  is  often  a  weakness  of  large 
organizations.  They  become  unwieldy, 
there  is  a  lack  of  co-ordination  between 
the  parts.  This  may  develop  into  mis- 
understanding and  even  jealousy  or 
hostility.  This  is  by  no  means  an  un- 
common condition  in  industry.  We  all 
have  seen  it.  Here  is  the  role  of 
supervision.  Its  part  is  to  clear  the 
path :  to  study  the  problems ;  to  bring 
out  the  facts. 

The  work    as  a  whole  must  be    co- 


ordinated and  information  must  be  dis- 
seminated throughout  the  organization. 
Obstacles  must  be  removed,  emergencies 
must  be  foreseen  and  plans  must  be 
formulated.  In  general,  supervision 
performs  the  same  functions  for  in- 
dustry that  the  brain  and  nervous 
system  do  for  the  human  being.  The 
careful  organization  of  supervision  is 
nothing  but  the  logical  carrying  further 
the  idea  of  specialization. 

"Org.'^nize,    Deputize,    Supervise" 

When  this  is  understood  the  further 
division  of  duties  is  simplified.  In 
general,  supervision  divides  itself 
naturally  into  three  parts,  which  must 
be  present  whatever  the  size,  organiza- 
tion, or  type  of  work.  The  first  in- 
cludes research,  planning,  emergency 
and  other  things  which  do  not  come 
under  the  head  of  regular  routine. 

The  second  includes  supplies,  records 
and  other  matters  that  might  be  called 
auxiliary  routine.  The  third  includes 
the  supervision  of  operations,  the  daily 
routine  of  the  organizations.     E^ch  of 


these  parts  may  comprise  a  considerable 
organization  or  they  may  all  be  included 
within  one  man ;  the  natural  division 
still  remains. 

There  is  often  a  tendency  to  have  too 
little  supervision.  Its  value  is  at  times 
intangible  and  retrenchment  is  easily 
made  by  cutting  the  supervisory  force. 
In  a  well-trained  organization  the  loss 
may  not  at  first  be  felt.  Later,  the 
organization  may  show  a  let-down, 
both  in  efficiency  and  in  adaptability. 

It  is  difficult  to  know  the  right 
organization.  The  only  true  measure 
we  have  is  economic,  and  complete 
analysis  is  difficult.  If  we  can  lay  our 
natural  prejudices  aside,  and,  over  a 
considerable  period  of  time,  note  a 
steady,  uninterrupted,  forward  progress 
it  is  reasonable  to  believe  that  our 
supervision  is  well  organized.  This  is 
especially  true  inasmuch  as  overman- 
ning is  almost  as  hurtful  as  under- 
manning.  Someone  has  given  as  a 
formula  for  management :  "Organize, 
deputize,  supervise."  To  state  it  better 
would  be  difficult. 


Unselfish  Co-operation  Needed  to  Solve 
Traffic  Problem* 


By  R.  C.  Haldeman 
President  Pennsylvania  Motor  Federation 


^Abstract  of  a  paper  presented  at   the 
•annual    convention    of    the    Pennsylvania 
'Street  Railway  Association  held  at  Scran- 
ion,  Pa.,  Dec.  1  and  2. 


NO  ONE  has  yet,  nor  in  my  opin- 
ion will  any  one  for  some  time, 
bring  forth  a  complete  solution  of  the 
present-day  traffic  problem.  Many  ex- 
cellent ideas  have  been  proposed  and, 
conversely,  many  that  are  not  worth  the 
ink  necessary  to  put  them  on  paper. 
This  will  always  be,  so  long  as  human 
nature  is  such  that  it  vievvs  things  from 
the  individual  standpoint  and  not 
strictly  for  the  advantage  of  the  great- 
est number. 

The  present-day  habit  of  using  our 
streets  as  a  public  garage  is  one  of  the 
greatest  evils  tending  to  increase  con- 
gestion in  the  business  districts  of 
our  municipalities.  It  is  both  a  selfish 
and  a  time-wasting  habit  of  the  motor 
car  owner.  The  individual  apparently 
gives  no  thought  to  the  inconvience  that 
his  action  places  on  the  many.  It  is  a 
simple  mathematical  proposition  to  de- 
termine how  many  automobiles  can  be 
parked  in  one  block.  It  is  also  com- 
paratively simple  to  count  the  flow  of 
vehicles  through  that  block.  Statistics 
show  that  the  number  of  flowing  ve- 
hicles overbalances  those  parked  in  the 
ratio  of  more  than  7,000  to  one.  Need 
anything  more  be  said  on  the  question 
of  selfishness? 

But  if  the  individual  still  insists  on 
being  selfish,  let  him  consider  the  time 
that  he  is  wasting.  It  averages  at 
least  ten  minutes  to  get  the  car  out  of 
a  garage  in  the  morning.  If  it  has  been 
parked  all  night  on  the  street,  especially 
over  a  cold  winter  night,  the  time  of 
starting  is  probably  longer.  He  drives 
down  town  with  his  mind  set  on  a  par- 
ticularly convenient  locality  in  which  to 
leave  his  car.     At   least  99  times  out 


of  100  he  finds  that  place  occupied  by 
an  earlier  riser,  and  he  spends  ten  min- 
utes more  looking  for  some  other  niche. 
It  is  probably  three  or  four  blocks  from 
his  office  or  wherever  he  desires  to 
transact  his  business.  Another  ten 
minutes  lost.  Figure  out  what  this  self- 
ishness is  costing  in  time  per  day,  week, 
month  or  year.  Life  is  too  short  to 
throw  away  all  this  time  to  satisfy  a 
purely  selfish  whim. 

Another  thing  that  is  helping  to  con- 
gest our  streets  and  highways  is  the 
present-day  indiscriminate  use  of  the 
automatic  traffic  signals.  The  best 
method  of  handling  traffic  is  to  get  it 
quickly  out  of  the  way,  and  this  the 
automatic  light  surely  does  not  accom- 
plish. On  the  other  hand,  in  the  ma- 
jority of  cases,  the  automatic  light 
causes  periodic  congestion  and  there- 
by creates  a  useless  hazard.  We  are 
not  arguing  against  the  traffic  light,  but 
only  against  its  automatic  feature. 
Wherever  there  is  need  of  protection, 
there  is  also  the  need  of  an  officer,  in 
whose  hands  should  be  placed  the  op- 
eratioh  of  the  light.  In  our  opinion, 
neither  an  officer  nor  his  assisting  light 
should  be  placed  at  any  point  before 
there  has  been  a  thorough,  scientific 
study  of  the  traffic  flow  at  that  point. 
The  argument  has  been  made  that  no 
municipality  can  afford  the  expense  of 
placing  traffic  officers  at  all  the  neces- 
sary locations.  In  the  first  place,  such 
an  argument  is  inherently  wrong  in  that 


*  Abstract  of  a  paper  presented  at  the 
annual  convention  of  the  Pennsylvania 
Street  Railway  Association,  held  at  Scran- 
ton,  Pa.,  Dec.  1  and  2. 


December  17, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1121 


every  expense  is  justified  that  either 
tends  to  protect  or  save  a  human  life, 
and  in  addition  the  proper  kind  of  a 
traffic  flow  survey  would  probably  dis- 
abuse their  minds  as  to  tl.e  necessity 
of  such  protection.  Too  many  times 
many  of  our  municipalities  have  been 
influenced  by  the  suggestions  of  those 
•who  have  formed  a  snap  judgment  of 
the  wildest  kind. 

And  now  I  come  to  the  only  real 
solution  of  the  traffic  problem.  Two 
words  express  the  idea,  and  those 
words  are  "unselfish  co-operation." 
Nothing  is  ever  accomplished  in  this 
world    except    by    the    co-operation    of 


those  interested.  Surely  we  are  both 
vitally  interested  in  the  lessening  of 
congestion.  You  are  avowedly  public 
carriers.  Each  operator  of  a  motor  ve- 
hicle is  a  potential  carrier.  We  both 
use  the  streets  and  highways — you 
through  the  privilege  granted  by  your 
charter,  and  we  motorists  by  reason  of 
our  citizenship.  In  time  lost,  in  damage 
caused  and  in  every  conceivable  way, 
we  are  both — your  organization  and  the 
one  which  I  represent — vitally  affected. 
Let  us  both  co-operate  to  the  fullest 
extent  in  the  attempt  to  better  these 
conditions,  which  afifect  us  both  so 
vitally. 


American  Association  News 


=«gte^>= 


Subjects  for  Engineering  Committees 


SUBJECTS  have  now  been  assigned 
to  all  of  the  committees  of  the  Engi- 
neering Association,  as  announced 
briefly  in  this  paper  for  last  week.  The 
report  of  the  committee  on  subjects, 
giving  these  assignments,  is  given 
below : 

Power  Division 

Special  Committee  No.  1 — Review 
existing  Manual  sections  of  both  power 
generation  and  conversion  and  power 
transmission  and  distribution;  except 
Section  D  200-26,  covering  specifica- 
tions for  electrical  conduit  construction, 
and  Sections  G  200-15  and  G  201-21, 
which  are  assigned  to  special  com- 
mittees. 

Special  Committee  No.  2 — Continue 
the  study  of  design  and  operation  of 
mercury-arc  rectifiers  and  mercury-arc 
rectifier  stations,  including  standard 
specifications,  particularly  as  to  rating. 

Special  Committee  No.  3 — (a)  Secure 
and  compile  information  on  power  con- 
tracts and  power  costs,  for  confidential 
use  at  association  headquarters,  and  (b) 
check  detail  of  contracts  obtained  with 
Manual  Sections  G  200-15  and  G  201-21 
and  determine  whether  any  revision  of 
these  Manual  sections  is  desirable. 

Special  Committee  No.  4 — Study  de- 
sirability of  the  separation  of  current 
•carrying  apparatus  and  the  control 
■equipment  in  switchboard  layouts. 

Special  Committee  No.  5 — Continue 
the  subject  of  specifications  for  mate- 
rials and  construction  for  catenary  trol- 
ley lines  and  prepare  such  additional 
specifications  as  may  be  considered 
necessary. 

Special  Committee  No.  6 — (a)  Con- 
tinue the  study  of  trolley  wire  wear  and 
Ijreaks,  with  special  reference  to  breaks 
•due  to  causes  other  than  normal  wear, 
using  the  method  outlined  in  previous 
reports  and  giving  comparative  wear  on 
the  basis  of  the  car-miles  operated;  (b) 
determine  to  what  per  cent  of  the  orig- 
inal cross  sectional  area  trolley  wire 
may  be  allowed  to  wear  with  maximum 
economy  and  safety,  and  (c)  determine 
the  practical    and   economical    sizes   of 


trolley  support  ears  for  general  use  and 
for  various  classes  of  service. 

Special  Committee  No.  7 — (a)  Con- 
tinue the  study  of  inductive  co-ordina- 
tion and  radio  co-ordination  maintain- 
ing contact  with  the  American  com- 
mittee on  inductive  co-ordination,  and 
(b)  be  prepared  at  any  time  to  furnish 
information  that  may  be  desired. 

Special  Committee  No.  8 — (a)  Con- 
tinue the  study  of  standardization  of 
trolley  wire  reels,  with  the  purpose  of 
standardization,  and  (h)  investigate 
braking  devices  on  reels,  in  stringing 
trolley  wires.  Note:  This  committee 
should  work  in  conjunction  with  the 
proper  committee  of  the  Division  of 
Simplified  Practice  of  the  Department 
of  Commerce  in  connection  with  the 
standardization  of  trolley  wire  reels. 

Special  Committee  No.  9 — Review 
Manual  Section  D  200-26,  Specification 
and  Form  of  Contract  for  Electric  Con- 
duit Construction,  to  determine  the  need 
for  revising  and  enlarging  this  section 
in  accordance  with  the  suggestions  made 
by  the  1927  power  transmission  and 
distribution  committee. 

Special  Committee  No.  10 — Study 
lightning  protection  of  both  car  and  line 
equipment.  Note:  This  committee 
should  consist  of  a  joint  committee  of 
rolling  stock  and  distribution  engineers, 
in  order  that  both  phases  of  the  subject 
may  be  given  adequate  consideration. 

Special  Committee  No.  11 — Investi- 
gate the  comparative  cost  and  reliability 
of  overhead  and  underground  d.c.  dis- 
tribution systems.  This  to  include  in- 
stallation, operation  and  maintenance ; 
obtain  definite  information  from  which 
city  engineers  and  others  interested  in 
placing  wires  underground  can  be  in- 
formed as  to  the  relative  costs  and  ad- 
vantages of  the  two  methods  of  dis- 
tribution. 

Special  Committee  No.  12 — Investi- 
gate the  use  of  ferrous  and  non-ferrous 
materials  for  overhead  construction. 

Special  Committee  No.  13 — (a)  Study 
the  question  of  proper  trolley  voltage 
for  congested  urban  districts  with  a 
view  to  determining  the  most  desirable 


voltage  under  general  conditions  from 
the  standpoint  of  operation  and  econ- 
omy. To  include  the  determination  of 
the  lowest  trolley  voltage  which  is  suit- 
able in  city  areas  where  it  is  impossible 
to  reach  the  normal  operating  speed  of 
the  cars.  Such  things  as  operation  of 
auxiliaries,  such  as  lamps,  air  compres- 
sor motors,  etc.,  to  be  considered,  and 
(b)  continue  the  study  of  the  proper 
design  of  the  distribution  layout  for 
automatic  substations  with  particular 
reference  to  ties  between  stations  and 
the  use  of  sectionalizing  switches. 

Special  Committee  No.  (  ) — Deter- 
mination of  a  measure  of  the  use  of 
labor  and  material  in  trolley  line  main- 
tenance. Develop  the  practicability  of 
establishing  a  standard  by  which  the 
various  methods  of  operating  and  main- 
taining overhead  lines  may  be  compared. 
Note :  No  committee  has  yet  been  organ- 
ized to  handle  this  subject,  which  was 
not  discussed  at  the  executive  committee 
meeting,  Oct.  5,  1927. 

Purchases  and  Stores  Division 

Special  Committee  No.  J— Review 
existing  purchases  and  stores  sections  of 
the  Manual  for  revisions  and  correc- 
tions. 

Special  Committee  No.  2 — Study  the 
advantages  and  economics  of  unit  piling 
and  standard  packages  and  recommend 
a  suitable  system  for  use  on  electric 
railway  properties. 

Special  Committee  No.  3 — Make  a 
study  of  investment  in  material  and  sup- 
plies and  the  cost  of  operating  stores 
with  an  analysis  of  the  underlying  data 
as  to:  (a)  What  is  included  in  the 
account  of  Materials  and  Supplies  by 
the  various  member  companies;  (b) 
what  is  charged  to  the  account  of  Stores 
Expense;  (c)  what  is  the  relation  of 
stores  expense  to  gross  earnings,  to  cars 
and  buses  operated,  to  total  investment 
in  plant,  to  monthly  disbursements,  or 
to  any  other  feature  of  investment  or 
operation  which  will  afford  a  basis  for 
comparison  and  control,  and  (d)  what 
are  the  physical  or  operating  circum- 
stances, if  any,  which  have  a  special  in- 
fluence on  the  subject ;  also  suggest  the 
most  practical  and  effective  method  of 
gaging  the  cost  of  operating  stores  to 
be  used  as  a  guide  to  good  practice. 

Special  Committee  No.  4 — Recom- 
mend methods  and  practices  for  keeping 
price  records  and  pricing  materials  and 
supplies  received  and  issued. 

Rolling  Stock  Division 

Special  Committee  No.  1 — (a)  Re- 
view existing  equipment  Manual  section 
with  the  exception  of  those  referred  to 
in  1  (b)  below:  (b)  The  standing  com- 
mittee on  rolling  stock  will  continue  its 
study  of  revisions  proposed  in  the  1927 
report  of  way  and  structures  committee 
No.  1,  in  Manual  sections  B  100-23, 
B  101-25  and  B  201-24. 

Special  Committee  No.  2 — (a)  Con- 
tinue the  subject  of  motor  coach  design 
and  standardizations ;  the  committee  to 
continue  to  work  in  conjunction  with 
the  standardization  committee  of  the 
Motor  Coach  Division  and  the  Society 
of  Automotive  Engineers;   (b)  investi- 


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ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


gate  maintenance  methods  and  inspec- 
tion schedules  and  consider  prescribed 
standards  covering  limits  of  wear  parts 
as  a  means  of  efficient  and  economical 
maintenance;  (c)  consider  the  matter 
of  bus  design  from  the  standpoint  of 
unit  construction  and  accessibility  to 
wearing  parts  which  is  of  vital  impor- 
tance to  economical  maintenance,  and 
(d)  consider  the  standardizations  of 
automotive  foundation  brakes,  metal- 
lurgical content  of  drums  and  other  fea- 
tures of  the  braking  problem  that  would 
tend  to  improve  conditions. 

Special  Committee  No.  3 — (a)  Con- 
tinue the  study  of  car  equipment  with 
special  reference  to  appearance,  comfort 
and  convenience.  Work  to  be  co-ordi- 
nated with  the  committee  on  unification 
of  car  design.  This  study  to  include 
subjects  of  car  nosing,  ventilation  and 
the  need  of  a  thrust  device  for  journal 
boxes,  and  (b)  investigate  the  relative 
economies  of  new  types  of  power  drives. 

Special  Committee  No.  4 — (a)  Inves- 
tigate the  subject  of  head  and  tail  light- 
ing requirements,  in  addition  to  rear 
end  markers  and  any  other  accessory 
lighting,  such  as  signal  lights  and  des- 
tination lights;  (b)  investigate  the  illu- 
mination of  electric  railway  properties 
from  trolley  voltage  supply,  and  (c) 
continue  the  study  of  car  lighting  with 
a  view  to  improvements  and  economies 
due  principally  to  standardization  and 
uniform  practices.  Develop  recom- 
mended practice  in  lamp  inspection  on 
proper  specifications  for  lamps  for  a 
given  system. 

Special  Committee  No.  5 — Continue 
study  of  results  being  obtained  with 
roller  bearings  for  journals. 

Special  Committee  No.  6 — Continue 
the  study  of  gear  lubrication. 

Special  Committee  No.  8 — Continue 
to  investigate  side  wear  on  brushes  of 
ventilated  motors. 

Special  Committee  No.  9 — Continue 
the  study  of  reduction  of  noise  in  car 
operation. 

Special  Committee  No.  10 — Investi- 
gate the  welding  of  wheels,  flanges,  col- 
laborate with  way  and  structures  com- 
mittee No.  6. 

Special  Committee  No.  11 — Continue 
study  of  overhead  current  collecting  de- 
vices and  recommend  standards  for  trol- 
ley wheels. 

Special  Committee  No.  13 — Continue 
the  study  of  limits  of  wear. 

Note :  Special  committees  No.  7  and 
No.  12  have  been  discharged  for  the 
current  year. 

Way  and  Structures  Division 

Special  Committee  No.  1 — Review 
existing  sections  of  the  Manual  on 
buildings  and  structures,  way  and  wood 
preservation. 

Special  Committee  No.  2 — (a)  Con- 
tinue study  of  design  of  switch  tongues 
and  hard  centers  for  special  trackwork; 
(b)  review  specifications  for  castings  in 
iron-bound,  hard-center  special  track- 
work,  with  the  view  of  possible  revision 
of  requirements  for  depth  of  casting 
and  general  design;  (c)  study  of  design 
of  expansion  joints  for  street  railway 
track;    (d)    maintenance  standards  for 


track  switch  tongues  in  paved  streets. 
Note:  Establish,  if  possible,  a  main- 
tenance standard  for  electrically  actuated 
track  switches  in  paved  streets.  Switch 
points  so  operated  should  require  closer 
attention  as  to  cleanliness,  limits  of 
wear,  adjustments,  etc.,  than  those  not 
so  operated.  It  is  believed,  however, 
that  a  standard  of  maintenance  for  elec- 
trically operated  switches  might  be  ap- 
plicable also  to  manually  operated 
switches,  (e)  Prepare  suitable  plans 
for  street  railway  spring  switches  and 
frogs  and  prepare  a  specification  and 
drawing  of  a  suitable  spring-actuating 
device,  all  of  which  is  to  be  incorporated 
in  Manual  Section  W-108-23;  (f)  pre- 
pare a  special  design  or  plan  for  the 
use  of  narrow-tread  wheels,  of  double 
spring  rail  frogs  with  a  spacer  between 
the  two  movable  wings  so  that  they  are 
only  partly  spring  acting. 

Special  Committee  No.  4 — (a)  Study 
matter  of  type  of  ballast  for  track  con- 
struction in  paved  streets  to  determine 
the  relative  advantages  of  each  type 
with  special  conditions  of  subsoil,  car 
loadings,  etc.;  (b)  investigate  the  use 
of  vitrified  or  tile  pipe  auxiliary  drains 
in  connection  with  track  construction 
in  paved  streets. 

Special  Committee  No.  5 — (a)  Study 
of  treatment  of  poles  and  timber  in 
place;  (b)  study  actual  economies  ob- 
tained by  operating  utilities  through  the 
use  of  treated  timbers;  (c)  study  wood 
preservatives  other  than  creosote  and 
zinc  chloride,  and  (d)  investigate  the 
possibilities  of  a  combination  preserva- 
tive fire  preventive  treatment  for  timber. 

Special  Committee  No.  6 — (a)  Study 
arc  welding  processes  for  repairs  to  rails 
and  manganese  steel,  co-operating  with 
the  Welding  Society,  and,  (b)  prepare 
welding  wire  specifications. 

Special  Committee  No.  7 — Investigate 
the  possibilities  from  the  use  of  alloy 
steels  other  than  manganese  for  special 
trackwork  purposes.  Observations  to 
be  continued  of  installations  of  chrome 
nickel  steel  in  special  trackwork  and 
that  the  experiment  suggested  by  last 
year's  committee  be  carried  to  con- 
clusion. 

Special  Committee  No.  8 — Study 
types  of  pavements,  contour  and  founda- 
tion and  recommend  types  of  construc- 
tion suitable  for  the  modern  heavy  load 
conditions  on  city  streets. 

Special  Committee  No.  9 — (a)  Study 
the  efifect  of  garage  design  on  insurance 
rates  (in  co-operation  with  the  N.F.P.A. 
and  other  interested  organizations). 
This  should  include  such  items  as  (1) 
Types  of  heating  plants,  (2)  design  of 
inspection  pits,  (3)  gas,  oil  and  water 
servicing  facilities  for  buses,  (4)  floor 
drainage,  (5)  ventilation,  (6)  fire  ex- 
tinguishing: apparatus,  including  auto- 
matic sprinklers;  (b)  study  of  door  de- 
sign to  include  recommendations  as  to 
proper  width  of  door  openings,  details 
of  construction  and  general  arrange- 
ment. This  should  cover  such  types  as 
single  or  multiple  sliding  doors,  plain 
hinged  doors,  rolling  lift  doors,  jack- 
knife  or  folding  type  and  any  other  on 
which  information  may  be  obtained;  (c) 
study  maximum  floor  grades  for  bus  ga- 


rages ;  (d)  study  illumination  both  natu- 
ral and  artificial;  (e)  study  bus  washing 
facilities;  (f)  study  provisions  for  com- 
pressed air  lines  for  inflating  tires,  and 
(g)  general  study  of  ideal  layout  for 
various  street  frontage  condition. 

Special  Committee  No.  11 — Co-oper- 
ate with  the  A. S.M.I,  in  the  consider- 
ation of  any  changes  in  the  track  and 
pavement  construction  specifications 
which  may  be  proposed  by  either  or- 
ganization. 

Special  Committee  No.  12 — Continue 
study  of  rail  corrugation;  (a)  continue 
collection  of  data  from  companies  which 
are  now  co-operating,  and  (b)  install 
sections  of  track  for  test  purposes,  with 
the  end  in  view  of  determining  a  type  of 
track  which  will  better  resist  cor- 
rugation. 

Special  Committee  No.  13 — Study  de- 
sign of  joint  railway  and  bus  terminals. 

Special  Committee  No.  14 — Study 
subject  of  rebranding  rails  to  obtain  uni- 
formity in  practice.  Committee  to'study 
branding  practice  established  by 
A.E.R.E.A. 

Special  Committee  No.  15 — Prepare 
a  design  of  track  gages  for  measuring 
and  checking  gage  of  track.  Check 
gaging  points  on  rails  and  wheels  to 
determine  if  present  practice  is  correct. 

Special  Committee  No.  16 — Study  the 
subject  of  foundation  and  supporting 
structures  for  steam  railroad  crossings 
and  other  special  work  layouts. 

Note :  Special  committees  No.  3  and 
No.  10  have  been  discharged  for  the 
current  year. 

Committee  on  Heavy  Electric 
Traction 

1.  Review  existing  Manual  sections. 

2.  Continue  study  of  track  and  third 
rail  bonds  for  heavy  traction  work. 

4.  Continue  study  and  collection  of 
data  on  branch  lines  electrification  and 
self-propelled  cars  and  locomotives. 

5.  Continue  study  of  operation  of 
articulated  trains,  collecting  descriptive 
information. 

6.  Study  train  make-up  and  terminal 
switching  with  multiple-unit  cars,  col- 
lecting and  compiling  data  on  same. 

The  report  was  signed  by  F.  H.  Miller, 
chairman ;  Morris  Buck,  C.  H.  Jones 
and  P.  V.  C.  See. 


Service  Betterment 

WORK  for  the  coming  year  was 
planned  at  a  meeting  of  the  com- 
mittee on  service  betterment  held  at 
association  headquarters,  New  York 
City,  on  Dec.  13.  It  was  decided  to  con- 
centrate on  three  subjects :  Speed, 
training  employees,  and  utilizing  old 
equipment  to  the  best  advantage.  Sub- 
committees were  appointed  to  study  each 
of  these  subjects.  The  next  meeting  will 
be  held  at  Cincinnati  in  January  at  the 
time  of  the  meeting  of  the  Central  Elec- 
tric Railway  Association.  Members 
present  at  the  meeting  were  W.  E. 
Wood,  chairman;  R.  N.  Graham,  J.  F. 
Craig.  E.  A.  Palmer,  C.  W.  Wilson, 
E.  E.  Bodine  representing  C.  L.  Van 
Auken,  and  Paul  Wilson,  sponsor. 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1123 


^ws  of  the  Industry 


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Messrs.  Hughes  and  McAdoo 
Appear  in  Piedmont  Case 

Oral  argument  was  heard  on  Dec.  9 
before  tlie  Interstate  Commerce  Com- 
mission on  the  application  of  the  Pied- 
mont &  Nortliern  Railway  to  construct 
an  electric  line  from  Spartanburg,  S.  C, 
to  Gastonia,  N.  C,  a  distance  of  53 
miles,  and  from  Charlotte  to  Winston- 
Salem,  N.  C,  a  distance  of  about  75 
miles. 

An  Interstate  Commerce  Commission 
examiner  ruled  against  the  proposed 
construction,  holding  that  it  would  re- 
sult in  unwarranted  duplication  of  exist- 
ing railways ;  would  impair  their  facil- 
ities, by  diverting  their  traffic,  and  would 
not  perform  any  service  that  cannot  now 
be  performed  by  existing  lines. 

Charles  Evans  Hughes  appeared  for 
the  Piedmont  &  Northern,  while  William 
G.  McAdoo  appeared  for  the  Georgia  & 
Florida,  which  is  supporting  the  Pied- 
mont's application.  Mr.  Hughes  argued 
that  the  proposed  construction  was  part 
of  a  project  begun  in  good  faith  prior 
to  the  enactment  of  the  transportation 
act.  He  asserted  that  public  officials 
and  representatives  of  various  industries 
were  unanimous  in  their  support  of  the 
proposal,  and  termed  as  a  ''figment  of 
the  imagination"  the  charge  of  the 
Southern  Railway  that  it  would  injure 
that  road's  credit. 

The  Piedmont  &  Northern  further 
claims  that  since  it  is  an  electric  road 
it  should  be  classed  as  suburban  and 
that  the  commerce  commission  for  this 
reason  does  not  have  jurisdiction.  It 
also  claims  that  since  the  road  was 
started  before  the  present  law  became 
effective,  and  was  delayed  in  completion 
by  the  war,  this  is  an  additional  reason 
why  the  commission  cannot  take  juris- 
diction at  this  time. 

The  Southern  Railway  and  other 
steam  lines  are  opposing  the  application. 


strain  the  Board  of  Estimate  from  in- 
cluding an  item  of  $13,000,000  for 
amortization  in  the  1928  budget. 

Included  in  the  brief  filed  by  Mr. 
FuUen  was  the  assertion  that  "on  the 
basis  of  the  proposal  to  issue  four-year 
bonds  at  5  per  cent,  the  cost  to  the  citv 
of  $1,000,000  of  rapid  transit  bond's 
would  be  $200,000,  whereas  under  the 
existing  50-year  bond  plan  the  cost  of 
$1,000,000  in  5  per  cent  bonds  at  the 
rate  of  $50,000  in  annual  interest  would 
be  50  times  greater,  or  $2,500,000." 

The  brief  contends  that  the  plans 
adopted  will  make  possible  uninter- 
rupted progress  in  subway  construction 
without  creating  a  situation  which  would 
hinder  the  continued  development  of 
other  public  works.  It  urges,  also,  that 
a  writ  of  mandamus  is  not  the  proper 
remedy,  and  that  the  determination  of 
the  financial  policy  to  be  adopted  is 
within  the  discretion  of  the  Board  of 
Estimate  and  is  not  subject,  under  the 
terms  of  the  city  charter,  to  judicial 
review. 

The  brief  denies  that  the  Board  of 
Estimate  is  restricted  to  the  issuance  of 
bonds  for  a  minimum  of  twenty  years 
duration,   as   Mr.    Schieffelin   contends. 


Preservation  of  5-Cent  Fare 
Involved  in  New  York  Suit 

In  a  brief  filed  on  Dec.  9  with  the 
Appellate  Division,  to  which  the  City 
of  New  York  has  appealed  from  a  ruling 
of  Supreme  Court  Justice  Wasservogel, 
William  G.  Fullen,  counsel  for  the 
Board  of  Transportation,  argues  that 
the  preservation  of  the  5-cent  subway 
fare  and  the  saving  to  the  municipality 
of  millions  of  dollars  is  dependent  upon 
the  four-year  bond  policy  recommended 
by  John  H.  Delaney,  chairman  of  the 
board. 

William  Jay  Schieffelin  opposes  the 
board's  policy  on  the  method  of  financ- 
ing and  advocates  a  50-year  bond  pro- 
gram. He  brought  mandamus  proceed- 
ings to  enforce  his  theory  and  to  re- 


It  contends  that  the  financial  policy  ad- 
vocated by  Mr.  Schieffelin  would  be  very 
costly  to  the  city  in  comparison  to  that 
formulated  by  the  Board  of  Estimate. 


Elimination  of  Parking  in  Down- 
town St.  Louis  Recommended 

Director  of  Streets  and  Sewers 
Brooks  of  St.  Louis,  Mo.,  has  caused 
to  be  presented  to  the  Board  of  Alder- 
men a  bill  to  eliminate  all  daytime  auto- 
mobile parking  on  Washington  Avenue, 
Locust  and  Olive  Streets  in  the  down- 
town district.  No  parking  will  be  per- 
mitted on  the  streets  named  between 
Fourth  Street  and  Twelfth  Boulevard 
between  the  hours  of  7:30  a.m.  and 
6  p.m. 

Director  Brooks  declared  that  this 
legislation  was  vital  because  "traffic 
was  strangling  itself  through  its  own 
bulk."  He  took  the  position  that  parked 
cars  at  the  curbing  in  the  retail  business 
sections  of  the  city  not  only  impeded 
the  free  movement  of  street  cars,  buses 
and  other  automobiles  and  horse-drawn 
vehicles,  but  also  discouraged  down- 
town shopping. 


Clearing  the  Atmosphere  in  Chicago 

City  Council  and  companies  resume  franchise  negotiations. 

Corporation  Counsel  to  study  company  suggestions  and 

report  back.     Mayor  Thompson  to  take  a  hand 


REFUSAL  of  the  surface  and  ele- 
vated lines  of  Chicago  to  accept 
a  franchise  for  a  fixed  term  of  years 
or  for  legislation  providing  for  ter- 
mination of  grants  by  forfeiture  of 
their  properties  marked  the  reopening 
on  Dec.  9  of  the  first  joint  meeting  of 
local  railway  executives  and  the  mem- 
bers of  the  City  Council  transportation 
committee  since  the  bills  representing 
the  city's  views  on  legislation  necessary 
to  solve  the  local  transit  problem  were 
completed  and  handed  over  .to  the  com- 
panies for  study  and  revision  on  Dec.  1. 

The  principal  differences  between  the 
revised  bills  and  the  companies'  bills, 
which  were  killed  at  the  last  session 
of  the  State  Legislature,  are  the  pro- 
visions for  granting  by  the  city  of 
either  a  terminable  permit  or  a  long- 
term  franchise  and  for  increased  rep- 
resentation of  the  city  on  the  proposed 
local  transit  commission. 

Patrick  J.  Lucey,  attorney  for  the 
Chicago  Rapid  Transit  Company  and 
also  delegated  to  speak  for  the  Chicago 
Surface  Lines,  contended  that  the  for- 
feiture clause  was  unnecessary  in  the 
terminable  permit  bill,  whereby  the  city 
would  be  allowed  to  specify  in  its 
ordinance  what  should  constitute  cause 
for  termination,  and  that  it  would  have 


a  bad  effect  on  the  sale  of  the  securi- 
ties of  the  proposed  unified  transpor- 
tation system.  He  said  that  in  order 
to  finance  the  proposed  consolidated 
system  perhaps  as  much  as  $500,000,000 
would  be  required.  As  he  sees  it,  the 
public  would  only  invest  its  money  in 
these  securities  if  it  were  sure  that 
they  were  safe  from  political  inter- 
ference. He  illustrated  this  point  by 
referring  to  the  present  depreciated 
value  of  Chicago  Surface  Lines  securi- 
ties. The  value  of  these  lines  as  shown 
by  their  capital  account,  he  said,  ha.s 
probably  greatly  increased,  but  under 
the  rigid  twenty-year  franchise  the 
value  of  their  securities  will  probably 
never  increase. 

In  lieu  of  this  feature,  Mr.  Lucey 
proposed  an  amendment  allowing  the 
city  not  only  tlie  right  to  buy  the  lines 
itself  in  case  of  non-performance,  but 
to  designate  a  purchaser  to  act  under 
the  same  terms  as  those  open  to  the  city. 

In  commenting  on  the  third  bill, 
amending  the  cities  and  village  act  to 
permit  term  franchises  for  a  period 
not  to  exceed  40  years,  the  com- 
panies' spokesman  repeated  that  only 
a  terminable  franchise  is  acceptable. 
If,  however,  the  bill  is  approved,  he 
suggested  that  the  length  of  the  term 


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ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


grant  be  left  to  the  option  of  the  City 
Council.  In  reply  to  the  Aldermen's 
objections  that  such  an  arrangement 
would  remove  the  city's  only  safeguard 
against  franchise  abuses,  Mr.  Lucey 
declared  that  the  people  would  be 
amply  protected  by  "home  rule"  and  the 
right  of  appeal  to  the  courts.  He  said 
the  companies  were  perfectly  willing 
that  the  city  and  the  public  be  protected, 
if  the  companies  also  were  protected 
against  confiscation. 


Except  for  a  few  changes  in  legal 
phraseology,  the  consolidation  bill  is 
acceptable  to  the  companies,  as  is  the 
bill  which  would  create  a  local  regu- 
latory commission. 

The  railway  attorney's  criticisms 
were  forthwith  referred  to  the  city 
Corporation  Counsel,  who  will  study 
them  in  company  with  the  local  trans- 
portation sub-committee  and  make 
recommendations  back  to  the  full  com- 
mittee. 


A  Necessary  Supplement  to  a  Luxury 

Baltimore  brief  so  sees  the  street  railway  of  the  present  day.    Picture 

of  changes  affecting  electric  railways  presents  economic  factors 

in  a  fascinating  way  and  in  terms  readily  understandable 


DECISION  is  expected  soon  in  the 
case  now  pending  before  the  Pub- 
lic Service  Commission  of  Maryland  in 
which  the  United  Railways  &  Electric 
Company,  Baltimore,  seeks : 

(a)  A  flat  10-cent  fare,  with  correspond- 
ing increased  special  fares. 

(b)  An  increased  annual  allowance  for 
depreciation  that  will  approximate  4  per 
cent  of  the  value  of  its  depreciable  prop- 
erty. 

Briefs  were  filed  by  the  company  and 
by  attorneys  representing  opponents, 
and  arguments  were  made  before  the 
commission  on  Dec.  8  and  9,  after  a 
protracted  hearing,  during  which  122 
exhibits  were  filed  with  the  commission 
by  all  the  parties.  The  company  con- 
tends that  without  the  advance  in  fare 
and  an  increased  depreciation  allow- 
ance it  cannot  render  adequate  service 
and  earn  a  return  on  its  property  con- 
sistent with  its  constitutional  rights. 
The  company  seeks  "not  less  than  a 
fair  return  on  the  fair  value  of  the 
property  and  not  more  than  the  value 
of  the  service  to  the  customer." 

The  company's  position  as  stated  in 
its  brief  is : 

1.  "Flat"  10-cent  fares  (with  correspond- 
ing increased  special  fares)  are  in  them- 
selves reasonable  to  its  customers  —  not 
more  than  the  service  is  worth. 

2.  Such  increased  fares  will  yield  the 
company  less  than  a  fair  return  on  the  fair 
value  of  its  property — even  less  than  the 
constitutional  protection  against  confisca- 
tion. 

3.  Compulsory  limitation  of  the  company's 
rates  to  yield  a  maximum  of  less  than  8 
per  cent  is  confiscatory. 

The  company  contends  that  "a.  10- 
cent  fare  would  now  give  the  customer 
more  for  his  money  than  the  pre-war 
5-cent  fare  gave  him."  It  offered  evi- 
dence to  show  the  public's  capacity  to 
pay  the  10-cent  fare  and  discussed  the 
changed  conditions  in  the  electric  rail- 
way business  as  a  result  of  the  in- 
creased number  of  private  automobiles 
now  in  use.  It  declares  that  the  rail- 
ways today  are  "a  necessary  supple- 
ment to  a  luxury." 

The  company  states  in  its  brief : 

the  very  nature  of  the  service 
has  been  revolutionized.  The  population 
lives — and  to  a  considerable  extent  dies — 


on  wheels,  moving  or  parked ;  not  street  car 
wheels.  Automobiles  not  only  take  traffic 
from  the  street  cars ;  they  block  what  they 
do  not  take.  Municipal  regulation  only 
aggravates  the  parking  nuisance;  automo- 
biles are  kept  moving  from  place  to  place 
playing  "tag"  with  the  public.  The  num- 
ber of  automobiles  participating  in  the 
nuisance — and  the  extent  of  the  interfer- 
ence with  street  cars — is  thereby  increased. 
Pleasure  riding  on  street  cars  is  a  thing  of 
the  past.  Children  and  flappers  alike  get 
no  "kick"  out  of  a  street  car  ride.  "The 
company  still  conducts  pleasure  resorts, 
which  provide  the  jazz  necessary  to  exist- 
ence, but  the  patrons  (who  can  neither  park 
a  street  car  no  "step  on  the  gas"  in  one) 
are  largely  transported  there  in  automo- 
biles. 

Formerly  the  exclusive  means  of  trans- 
portation for  practically  all,  the  street  car 
is  still  a  vitally  necessary  service  for  prac- 
tically all,  exclusive  for  almost  none. 
Seventy-five  per  cent,  men  and  women,  go 
to  and  from  work  c5n  street  cars,  25  per 
cent  in  automobiles.  For  the  25  per  cent 
the  street  car  renders  "break-down"  service 
only ;  for  most  of  the  other  75  per  cent  a 
supplemental,  stand-by  service.  The  major- 
ity of  families  in  and  around  Baltimcre 
must  own  an  automobile ;  perhaps  the 
majority  of  the  75  per  cent  who  go  to  work 
on  street  cars.  Those  who  do  not  own  auto- 
mobiles are  largely  transported  by  those 
who  do ;  many,  both  white  and  colored,  use 
some  of  the  4,000  taxis,  who  never  used  the 
233  hacks  and  cabs  of  twenty  years  ago; 
others  patronize  "drive-it-vourself"  con- 
cerns. The  workers,  men  and  women,  use 
the  street  cars  at  the  same  peak  hours; 
other  members  of  the  same  families  use 
the  family  automobile  at  off-peak  hours. 
Thus,  while  the  company's  passenger  rev- 
enue and  revenue  passengers  continue  to 
decrease,  its  peak  burden  is  actually  in- 
creasing. The  public  demand  for  the  auto- 
mobile has  thus  changed  street  car  service 
from  an  exclusive,  all-day,  night  and  holi- 
day service  into  a  peak  and  stand-by  serv- 
ice, essentially  different  and  more  expen- 
sive, though  still  far  less  expensive  than 
the  automobile. 

The  value  of  the  service  rendered  by 
the  company  and  the  public's  capacity 
to  pay  for  it  "are  alike  demonstrated 
by  the  very  demand  for  automobiles 
which  has  made  this  service  necessary 
snd  the  capacity  to  pay  which  has  made 
this  demand  possible,"  the  brief  states. 

The  company  points  out  that  the  use 
of  automobiles  has  increased  even  more 
than  the  number.     The  company  says : 


Generally  speaking,  service  worth  hav- 
ing is  worth  what  it  costs^  including  in 
such  cost,  of  course,  a  fair  return  on 
capital.  This  is  the  economic  law  in  the 
competitive  field  when  buyer  and  seller  are 
free  to  pick  and  choose  unregulated  and 
unrestricted.  Prices  fluctuate  up  and  down 
with  fluctuations  in  demand  and  supply; 
when  demand  and  supply  are  balanced 
prices  reach  their  normal  level  at  cost  of 
production  (i.e.,  reproduction.)  Public  reg- 
ulation does  not  diminish  the  value  of 
service,  though  it  may  diminish  or,  unwisely 
exercised,  may  increase  the  cost  of  service. 
Though  a  street  railway  system  remunera- 
tive as  a  whole  may  under  exceptional  cir- 
cumstances include  some  unremunerative 
parts,  the  general  rule  is  that  not  only  the 
whole  business  but  each  part  should  yield 
substantial  compensation  over  cost.  Cer- 
tainly the  service  as  a  whole,  if  it  is  worth 
having,  is  worth  paying  for. 

The  point  is  made  that  "value  of 
service  to  the  customer  is  not  less,  but 
may  be  and  frequently  is  much  more 
than  is  commonly  paid  for  such  serv- 
ice." What  is  paid  in  other  cities  is 
held  not  to  be  conclusive  as  to  what 
ought  to  be  paid  in  Baltimore,  "because 
costs — and  also  franchise  conditions 
and  other  contractual  legislation  pre- 
venting fare  changes — are  seldom  the 
same  in  two  places."  Nevertheless, 
says  the  company,  the  fact  that  219 
cities  throughout  the  country  have  a 
base  fare  of  10  cents,  and  that  Boston 
and  29  cities  smaller  than  Baltimore 
have  a  flat  fare  of  10  cents,  "is  con- 
clusive evidence  that  10  cents  is  not 
more  than  a  street  car  ride  is  worth. 
In  other  cities  lower  fares  are  less 
than  the  service  is  worth.  If  a 
fare  lower  than  10  cents  would  yield 
this  company  a  fair  return  on  its  prop- 
erty, then  such  a  fare  would  enable  the 
customer  to  get  the  service  for  less  than 
its  value  to  him.  Since  a  lower  fare 
will  not  yield  a  fair  return  to  the  com- 
pany the  customer  is  not  entitled  to 
such  a  saving;  in  a  10-cent  fare,  how- 
ever, he  will  pay  no  more  than  the 
service  is  worth." 

The  company  meets  squarely  the 
prophecy  that  an  increased  fare  would 
cause  "losses  of  business  so  heavy  as 
to  decrease  revenue  in  spite  of  in- 
creased fares."  After  the  increase  to 
7  cents  on  Dec.  31,  1919,  passengers 
increased  10,000,000,  from  244.000,000 
in  1919  to  254.000,000  in  1920.  The  de- 
crease to  225,000,000  in  1926  includes 
the  loss  of  10,000,000  fares  (not  passen- 
gers), though  counted  as  passengers, 
through  zone  extensions,"  the  brief 
states.    The  company  says : 

Sometimes  increases,  sometimes  decreases 
in  railway  business  have  occurred  after 
fare  increases  or  decreases  but  seldom  have 
resulted  from  them.  Not  only  in  Balti- 
more but  in  Boston  and  throughout  the 
United  States,  whether  fares  have  been 
increased  to  10  cents  or  to  lower  amounts 
or  have  been  decreased,  the  evidence  shows 
no  substantial  effect  of  fare  increases  or 
decreases  on  the  volume  of  business.  Even 
if  the  data  submitted  had  shown  that  in 
most  cases  increases  in  fares  were  fol- 
lowed by  a  noticeable  falling  off  in  riders, 
and  vice  versa,  this  alone  would  not  indi- 
cate that  such  change  in  fare  was  the 
cause  of  the  change  in  riders,  because  fare 
increases    are    ordinarily   applied    for   and 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1125 


granted  on  a  falling  traffic  and  fare 
reductions  ordered  when  business  is  in- 
creasing. As.  Dr.  Hollander  (Jacob  H. 
Hollander,  professor  of  political  economy 
Johns  Hopkins  University)  expresses  it, 
the  dernand  for  street  car  rides  is  rela- 
tively "inelastic."  The  last  decade  of  street 
railway  history,  including  the  disastrous 
story  of  receiverships  of  many  interurban 
and  suburban  and  a  number  of  urban  street 
railways,  reveals  practically  nothing  about 
the  economic  limit  to  productivity  of  in- 
creased fares.  Not  one  instance  has  been 
found  of  a  company  which  lost  money 
through  too  high  fares  or  has  gained  or 
saved  money  through  reducing  or  not  in- 
creasing fares. 

An  interesting  statement  is  made  in 
reply  to  pleas  of  opponents  of  the  com- 
pany that  the  commission  consider  the 
"necessitous  rider"  and  the  social 
plight  of  the  unemployed  and  of  the 
entire  families.    Says  the  company : 

If  the  term  "necessitous  rider"  is  intended 
to    indicate    the    fact    that    the    company's 
service  is  a  necessary  service,  this  fact  is 
admitted;    to    none    is    the    service    more 
necessary    than    to    the    automobile    owner 
who  uses   it  as   "break-down"   service  and 
stand-by    service.      The    necessity    for    the 
service  is  no  reason  why  it  should  not  be 
paid  for.     If  "necessitous  rider"  means  th' 
rider  who  does  not  own  an  automobile,  then 
It    is   equally   true    (1)    that   the   changed 
economic  conditions  caused  by  the  automo- 
bile, not  by  the  company,  are  facts  which 
can  no  more  be  escaped  by  the  company 
or  by  those  who  do  not  own  automobiles 
than   changed   physical    conditions   can    be 
escaped  by  the  hapless  pedestrian  and   (2) 
that   with    generally    increased    wages    and 
standards   of   living   the   minority   families 
who  do  not  own  automobiles  are  even  bet- 
ter able  to  pay  carfare  than  the  majority 
who    have    automobiles    to    support.      The 
unemployed,  like  the  sick,  the  injured,  and 
other  unfortunates,  cannot  get  food,  cloth- 
mg  or  shelter  without   paying   for   it,  but 
they  need  not  pay  carfare  at  all. 

The  following  paragraph  is  an  inter- 
esting commentary  on  the  changed 
social  life  of  the  public: 

Women  do  not  go  to  work  to  pay  car- 
fare ;  they  may  pay  carfare  to  go  to  work. 
They  go  to  work  in  increased  numbers 
largely  to  help  pay  the  cost  of  automobiles 
and  other  luxuries  formerly  rare,  now  gen- 
eral. Formerly  the  same  street  car  carried 
a  man  to  work  at  the  peak  hours,  a  woman 
shonpmg  at  off-peak  hours,  and  in  summer 
both  to  a  park  or  pleasure  resort  at  night 
Now  street  cars  carry  both  the  man  and 
woman  to  work  at  the  same  peak  hour, 
neither  of  them  at  other  hours  while  they 
are  at  work  or  at  night  while  they  are 
out  m  an  automobile.  Thus  the  amount  of 
railway  business  is  decreased,  but  at  the 
same  time  the  peak  load  is  increased 


of  transportation  still  are  and  must  con- 
tinue to  be  borne  by  the  street  railway; 
the  changed  conditions  of  this  transporta- 
tion, however,  including  diminished  receints 
and  increased  expense,  are  controlled  by 
the  automobile. 

In  every  aspect  of  the  matter  the  pas- 
senger who  pays  a  10-cent  carfare  in  the 
Age  of  Jazz  gets  more  for  his  money  than 
did  the  passenger  who  paid  a  5-cent  car- 
fare in  the  Age  of  Innocence. 

In  an  exhibit  filed  with  the  commis- 
sion   the    company    estimates    that    its 
revenue  for  1928  on  the  basis  of  flat  10- 
cent  fares  would  be  $5,578,079,  or  7.1 
per  cent  of  $78,005,270,  the  fair  value 
of   its   property.      It  contends   that  this 
return  would  be  less  than  a  fair  return 
on   the   fair   value,   "even   less   than   the 
constitutional    protection    against    con- 
fiscation."    In  making  its  estimate  the 
company   provides   an   allowance  of  3 
per  cent  decrease  in  passenger  revenue 
to  cover  the  present  decrease  in  revenue 
passengers,  and  2  per  cent  to  cover  any 
possible  decrease  due  to  increased  rates. 
The  company  also  is  contending  for 
an  increased  depreciation  allowance.   It 
declares  that  $2,200,000,  approximately 
4   per  cent  of  the  undepreciated  base 
value  (exclusive  of  overheads  and  go- 
ing value)  of  the  company's  depreciable 
property  as  valued  by  the  commission, 
plus  additions  since  Jan.  I,  1924,  would 
be   a    reasonable   annual    allowance,    in 
order  to  provide  for  retirements  as  they 
occur  from  year  to  year,  without  ac- 
cumulating any  substantial  reserve. 

It  also  contends  that  "compulsory 
limitation  of  the  company's  rates  to 
yield  a  maximum  of  less  than  8  per  cent 
is  confiscatory."     The  brief  says: 

For  some  years  railway  properties  have 
not  been  earning  8  per  cent.  The  return 
has  not  been  sufficient  to  induce  investors 
to  build  railways  at  all  or  to  buy  them  on 
the  basis  of  an  expected  return  of  less 
than  8  per  cent.  Railways  have  been  unable 
to  complete  successfully  for  capital  with 
other  lines  of  industry.  The  credit  of 
either  a  power  company  or  a  telephone 
company  is  much  better  than  that  of  street 
railways.  The  most  serious  hazard  of  rail- 
ways is  inability  to  get  a  return.  Another 
hazard  of  utilities  is  the  difficulty  in 
promptly  advancing  their  rates  to  overtake 
increases  in  cost  of  operation.  In  all  these 
respects  the  condition  and  the  credit  of 
railways  are  worse  than  before  the  war. 


this  peak  service,  make  less  use  of  the 
company's  service  at  other  times  than  it 
formerly  did.  All  this  is  no  reason  why 
this  changed  service  should  not  be  paid 
for  at  a  changed  price  necessary  to  com- 
pensate for  the  changed  cost  caused  by  the 
changed  use  which  the  public  sees  fit  to 
make  of  the  company's  property. 


Another  Readjustment  Move 
Presaged  in  New  Jersey 

Amended    articles    of    incorporation 
have  been  filed  for  the  Public  Service 
Transportation  Company,  Newark,  N.  J. 
The  move  is  believed  to  be  the  result 
of  almost  a  year's  work  on  the  part  of 
a  committee  of  directors  appointed  to 
work  out  a  plan  for  the  readjustment  of 
the  transportation   units  of  the  Public 
Service   Corporation.     The  transporta- 
tion company  is  the  bus  operating  con- 
cern and  the  only  changes  made  by  the 
new  articles  of  incorporation  are  in  the 
charter  which  is  now  issued  under  the 
transportation  act.     The  Public  Service 
Railway  is  the  trolley  operating  com- 
pany of  the  corporation.    Under  the  new 
charter  the  transportation  company  will 
have  1,500,000  shares  of  common  stock, 
of    no-par    value,    which    is    the    same 
amount  as  now  held  by  the  old  trans- 
portation company  organized  under  the 
general   corporations  laws.     Under  the 
traction  act  it  will  be  possible  to  merge 
the  two  transportation  units  of   Public 
Service  when  the  time  comes. 


In  discussing  the  economic  changes 
further  the  brief  states  : 

No  other  utility  has  suffered  an  economic 
revolution  more  complete  or  more  obvious 
than  the  change  in  the  railway  business 
from  a  monopoly  of  local  transportation 
for  both  necessity  and  pleasure,  operated 
at  minimum  exnense,  to  the  status  of  a 
sunnlement,  albeit  an  indispensable  sunple- 
ment.  to  the  automobile,  which  now  domi- 
nates transportation,  not  to  say  life  itself 
in  America.  An  inexpensive  necessary 
monopoly  has  become  an  equally  necessarv 
but  also  expensive  supniement  to  a  more 
expensive  luxury.    The  bulk  and  the  burden 


Meeting  the  question  of  opponents, 
"Why  should  the  expense  of  a  declin- 
ing business  fall  on  its  present  cus- 
tomers in  increased  fares?"  the  com- 
pany says : 

Why  not,  if  the  fares  are  not  more  than 
the  value  of  the  service  to  the  customers 
and  not  more  than  a  fair  return  to  the 
company?  Even  in  a  self -exhausting  busi- 
ness, regulated  or  unregulated,  e.g.,  natural 
gas,  coal,  oil,  etc.,  service  must  be  paid 
for  at  what  it  costs.  Constitutional  rights 
of  property  are  the  same  in  respect  to  a 
waning  business  or  a  growing  business. 
The  company's  business,  however,  is  not  a 
waning  business  as  to  customers,  thoiigli 
It  IS  as  to  earnings.  Its  properv  is  all  used, 
useful  and  necessary  in  the  public  service; 
Its  service  is  used  by  everybody,  but  not 
to  the  same  extent  as  formerly.  The  peal, 
burden  on  the  company  and  its  property 
continues  to  grow.  The  public,  who  require 


Agreement  Reached  in  Chicago 

Following  a  series  of  conferences  be- 
tween the  operating  board  of  the  Chi- 
cago Surface  Lines  and  representatives 
of  Local  241  of  the  Amalgamated  Asso- 
ciation,  a    supplemental   agreement   for 
arbitration  of  wages  and  other  points 
at  issue  was  signed  on  Dec.   12.     The 
agreement  removes  the  possibility  of  a 
strike  and  as  a  result  the  proposed  mass 
meeting  of  the  union  set  for  Dec.  14  was 
canceled  by  William  Quinlan,  president. 
Under  the  terms  of  the  new  agree- 
ment. Judge  Scanlan  and  Mr.  Mcllraith, 
appointed  last  summer,  withdrew  as  ar- 
bitrators and  Guv  A.  Richardson,  vice- 
president  of  the  Chicago  Surface  Lines, 
representing  the  company,  and  Alder- 
man Oscar  F.  Nelson,  representing  the 
union,  are  appointed  in  their  stead.     If 
they  cannot  reach  an  agreement,  they 
must  proceed  to  select  a  third  man  and 
then    consider    the    whole    matter.      In 
case  of  an  agreement  between  the  two 
arbitrators,     they    are    empowered    to 
make  an  award  which  can  be  continued 
in  effect  until  June  1,  1930,  but  if  they 
require  the  assistance  of  a  third  arbi- 
trator the  award  can  be  extended  only 
to  June   1,   1928.     The  two  arbitrators 
are  to  meet  from  day  to  day  for  the 
purpose  of  reaching  a  decision. 

The  agreement  was  submitted  to  and 
approved  by  Judge  James  H.  Wilkerson 
of  the  United  States  District  Court, 
owing  to  the  fact  that  the  Chicago  Rail- 
ways, one  of  the  underlying  properties, 
is  in  receivership  in  this  court. 


1126 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.2S 


They  Miss  Their  Interurban, 
Do  Holland  Merchants 

When  the  Grand  Rapids,  Holland  & 
Chicago  Interurban  Company  went  out 
of  existence  last  year  it  proved  a  bad 
blow  to  industries  in  the  city  of  Hol- 
land, Mich.  In  the  southwestern  part 
of  the  city  were  many  industries  that 
were  equipped  with  sidetrack  facilities 
to  the  interurban  line,  assuring  them 
prompt  shipments  day  or  night.  When 
the  interurban  road  was  junked  the  in- 
dustries had  forcibly  brought  to  their 
attention  the  value  of  the  interurban  to 
the  city.  Shipments  were  delayed, 
trucks  had  to  be  purchased  and  resort 
made  to  other  measures  in  meeting  the 
need  of  shipping  facilities. 

A  Chicago  company  tore  up  the 
tracks  leaving  the  right-of-way  in  the 
hands  of  the  Consumers  Power  Com- 
pany, Grand  Rapids.  Now  these  in- 
dustries have  awakened  and  have  leased 
the  side  track  rights-of-way  and  are 
using  the  interurban  rails  to  finish  con- 
nections with  the  Pere  Marquette  Rail- 
road with  which  they  were  formerly  tied 
by  rail.  The  interurban  roadbed  is 
being  used,  but  new  switches,  rails  and 
other  equipment  are  being  installed  by 
the  Pere  Marquette  Railroad. 


Ten  Cents  in  Lansing 

New  fare  rates  on  the  lines  of  the 
Michigan  Electric  Railway  in  Lansing, 
Mich.,  went  into  effect  on  Dec.  14.  The 
new  rate  is  10  cents  cash,  with  three 
tickets  for  25  cents;  5-cent  children's 
fare  and  seven  workmen's  tickets  for  50 
cents. 


Information  Bureau  in 
Baltimore 

The  United  Railways  &  Electric 
Company,  Baltimore,  Md.,  has  opened 
a  general  information  bureau  for  the 
public  at  5  South  Calvert  Street,  Balti- 
more, with  Harry  W.  Mears  of 
the  company's  service  department  in 
charge.  Here  complaints  will  be  re- 
ceived and  adjusted  and  all  information 
dealing  with  the  railway  system  and 
the  city  generally  will  be  supplied. 


A  Wise  Administration  Expected 
in  St.  Louis 

The  press  no  less  than  the  public  has 
started  the  reorganized  St.  Louis  Public 
Service  Company  on  its  new  task  with 
encouragement  and  hope  for  a  bright 
future.  In  its  editorial  columns  the  St. 
Louis  Globe-Democrat  has  this  to  say 
on  the  new  start  for  the  electric  rail- 
way system : 

And  St.  Louis  may  take  courage  in  view- 
ing the  character  of  the  directors  elected 
to  manage  the  new  Public  Service  Com- 
pany. They  are  local  men  of  affairs  who 
have  displayed  their  talents  for  the  direc- 
tion of  large  enterprises  in  many  ways. 
They  personally  enjoy  and  deserve  the  con- 
fidence of  the  general  public  and  are  in- 


tensely interested  in  the  progress  of  St. 
Louis,  and  the  surrounding  territory  as  a 
business  community  and  a  home  center. 
Aside  from  uprightness  of  character,  these 
directors  will  take  a  broad  view  of  their 
responsibility  in  handling  the  affairs  of  the 
transportation  company  and  build  for  the 
stockholders  and  for  the  community  in 
conformity  with  the  mutuality  of  interests. 


A  New  Guide  for 
Milwaukee  Visitors 

A  new  railway  and  bus  guide  of  Mil- 
waukee, Wis.,  and  suburbs  containing  a 
map  and  index  of  streets,  parks  and 
other  points  of  interest  is  being  dis- 
tributed by  the  Milwaukee  Electric 
Railway  &  Light  Company.  The  map 
in  a  greatly  enlarged  form  is  being 
placed  in  hotels  and  newspaper  offices. 


For  the  Benefit  of  St.  Petersburg 

Pass  Purchasers 

R.  E.  Ludwig,  director  of  public 
utilities  at  St.  Petersburg,  Fla.,  has 
announced  that  arrangements  have  been 
completed  for  the  sale  of  weekly  passes 
and  street  car  tokens  for  the  municipal 
railway  at  the  new  municipal  bureau  of 
information  and  complaints  at  the  City 
Hall  each  Saturday  afternoon  here- 
after. The  passes  go  on  sale  regularly 
each  Friday  for  the  following  week  at 
the  municipal  railway  office  in  the 
finance  department,  but  that  office  is 
closed  to  the  public  at  noon  on  Satur- 
day, when  the  sales  will  be  transferred 
to  the  information  bureau. 


Ten  Cents  in  Atlanta 

Ten  cents  cash,  four  tickets  for  30 
cents  or  twenty  for  $1.50,  with  school 
children's  rates,  5  cents,  are  the  new 
fares  to  be  charged  by  the  Georgia 
Power  Company,  Atlanta,  Ga.,  set  down 
in  an  order  of  the  Georgia  Public  Serv- 
ice Commission  on  Dec.  6.  The  present 
fare  is  7  cents  cash,  three  tickets  for 
20  cents  or  fifteen  for  $1,  with  no 
children's  rates. 

The  school  children's  tickets  are  to  be 
sold  in  lots  of  twenty  for  $1  at  the  com- 
pany office  on  presentation  of  a  certi- 
ficate signed  by  the  principal  or 
teacher.  These  tickets  are  good  on 
school  days  between  the  hours  of  7 
a.m.  and  4  p.m. 

In  the  company's  petition  to  the  com- 
mission a  request  was  made  for  a  10- 
cent    cash    fare    and    three    tickets    for 

25  cents. 

♦ 

OflSce  Changes  Made 

Passenger  and  freight  offices  of  the 
Chicago.  North  Shore  &  Milwaukee 
Railroad  in  Milwaukee  have  been  moved 
from  the  Security  Building  to  the  ter- 
minal building  of  the  road.  The  space 
formerly  occupied  by  the  restaurant  has 
been  remodeled.  B.  W.  Arnold  and  the 
legal  and  medical  representatives  will 
remain  in  the  Security  Building. 


New  Routes  Opened  in  the 
Twin  Cities 

Operation  of  cars  of  the  Minneapolis 
Street  Railway,  Minneapolis,  Minn., 
over  the  new  bridge  across  the  Missis- 
sippi River  to  a  point  adjacent  to  the 
plant  of  the  Ford  Motor  Company  in 
St.  Paul  was  begun  Dec.  2,  the  day  the 
new  Ford  car  models  were  put  on  dis- 
play in  the  Twin  City  plant.  The  tracks 
were  laid  'several  months  ago,  but  the 
Kenwood-East  25th  line  has  heretofore 
looped  several  blocks  from  the  bridge. 
Extra  service  was  put  into  effect  on  the 
Randolph-Hope  line  to  the  Ford  plant 
by  the  St.  Paul  City  Railway  in  antici- 
pation of  increased  activity  there. 

The  Bryn  Mawr  line  in  Minneapolis 
was  reopened  Dec.  3  over  a  new  bridge 
across  the  Great  Northern  &  Minne- 
apolis &  St.  Louis  Railroad  tracks  after 
being  interrupted  several  months.  This 
enables  the  company  to  reduce  emer- 
gency bus  service  to  Bryn  Mawr  by  an- 
other route. 

Extension  of  the  Franklin  Avenue  line 
in  Minneapolis  and  a  proposed  route  to 
serve  prospect  Park  residents  up  to  the 
St.  Paul  city  line  has  been  approved  by 
the  City  Planning  Commission,  and  was 
reported  as  being  up  to  the  City  Council 
for  action.  The  route  obviates  engineer- 
ing problems  due  to  grades  by  direct  ex- 
tension across  Franklin  Avenue  to  the 
citv  limits. 


Free  Rides  in  Fort  Wayne 

An  innovation  in  transportation  was 
tried  out  Dec.  1  in  Fort  Wayne,  Ind., 
with  fine  results  with  the  Indiana  Serv- 
ice Corporation  aiding  in  opening  the 
Christmas  shopping  season  in  the  down- 
town business  district  by  providing  free 
transportation  to  every  one  between 
6 :30  and  7  :30  in  the  evening  in  order 
for  them  to  get  to  the  shopping  district 
early  and  free.  Hundreds  took  advan- 
tage of  the  offer  and  went  to  the  busi- 
ness district  who  would  probably  not 
have  gone  otherwise.  The  free  ride 
stunt  appears  to  have  paid  big  dividends 
in  good  will. 


Educational  Courses  in 
Michigan  City 

A  short  course  for  the  benefit  of  its 
employees  to  acquaint  them  with  the 
essential  facts  concerning  the  line  and 
its  operations  and  to  fit  them  to  tell  the- 
railroad's  story  to  the  public  has  been 
started  by  the  Chicago,  South  Shore  & 
South  Bend  Railroad.  The  first  meet- 
ing of  the  class  in  which  members  of  all 
departments  are  enrolled  was  held  Dec. 
I  in  the  South  Shore  Line's  new  Mich- 
igan City,  Ind.,  station.  The  course  of 
instruction  will  consist  of  a  tvvo-hour 
session  one  night  each  week  for  eight 
weeks.  A  well  known  lecturer  and 
public  speaking  authority  of  Chicago  is- 
in  charge.  Students  will  be  instructed 
in  public  speaking  and  the  operation  of 
stereopticon  and  moving  picture  ma- 
chines. 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1127 


Public  Hearing  on  Kansas  City 
Short  Line  Project  Concluded 

Public  hearing-  on  the  appHcation  of 
the    St.    Louis    &    Kansas    City    Short 
Line  Railroad  for  a  certificate  of  con- 
venience and  necessity  for  the  opera- 
tion of  an  electric  railway  between  St. 
Louis  and  Kansas  City  was  concluded 
by  the  Missouri   Public  Service  Com- 
mission   on    Dec.    9.      J.    B.    Collins, 
Kansas  City,  one  of  the  chief  promoters 
of  the  enterprise,  declared  on  the  wit- 
ness stand  that  he  believed  the  bus  and 
motor  truck  competition  with  the  rail- 
roads  was   not    the    bugaboo    that   the 
steam  railroad  officials  believed  it  to  be. 
Mr.  Collins  was  subjected  to  a  search- 
ing cross-examination   by  Judge    T.   F. 
Green   of   the    Missouri    Pacific,    Carl 
Hofifman  of  the  Missouri-Kansas-Texas 
and  L.   H.   Stroesser  of  the  Wabash. 
They  were  especially  anxious  to  ascer- 
tain how  the  short  line  railroad,  if  built, 
would  develop  new  business  to  support 
it.    In  reply  he  stated  that  new  business 
would  be  developed  by  the   establish- 
ment of  industries  along  the  line  and 
through  the  development  of  resources 
that  are  now  dormant.     He  estimated 
■  the   business   of  the  new   road   would 
total  $5,000,000  annually.    Judge  Green 
in    this    connection    pointed    out    that 
$5,000,000  was  more  than   the  annual 
business  of  any  of  the  steam  railroads 
between    St.    Louis   and    Kansas    City. 
Mr.  Collins  answered  that  he  felt  his 
line  would  get  the  bulk  of  the  business 
for   the   reason   that   it   would   be   the 
shortest  line  between  the  cities  and  that 
it  would   operate  through  trains  on  a 
five-hoiir  schedule,  while  at  present  the 
steam  lines  require  seven  hours  for  the 
trip. 

The  commission  will  fix  a  date  some 
time  in  January  for  hearing  arguments 
of  counsel  in  the  case.  In  the  mean- 
time both  sides  will  file  briefs.  The 
Wabash,  Missouri-Kansas-Texas,  Chi- 
cago &  Alton^  Chicago,  Burlington  & 
Quincy,  Chicago,  Rock  Island  &  Pacific 
and  Missouri  Pacific  lines  opposed  the 
application  of  the  interurban  line.  The 
line  has  sought  since  1925  to  obtain  a 
permit  to  construct  and  operate.  The 
commission  rejected  the  first  applica- 
tion on  the  ground  that  the  company 
was  not  in  a  position  to  show  its  finan- 
cial backing.  A  new  application  was 
filed  Oct.  7. 


cities  paying  the  highest  wages  to 
trainmen,  now  paid  56  to  67  cents  an 
hour,  according  to  length  of  service. 
Men  working  as  laborers  in  the  track 
division  receive  38  to  45  cents  an  hour. 


A  Railway  Employs  Boy  Scouts 

The  Retail  Merchants  Association  of 
Lynchburg,  Va.,  unable  to  charter  street 
cars  to  haul  their  prospective  Christmas 
shoppers  to  the  stores,  hit  upon  the 
happy  idea  of  placing  a  Bov  Scout,  with 
a  pocketful  of  nickels,  aboard  each  car 
of  the  Lynchburg  Traction  &  Light 
Company  for  one  hour  one  morning 
recently.  The  youngsters  distributed 
fares  to  all  who  requested  them.  Hun- 
dreds of  women  shoppers  took  advan- 
tage of  the  offer. 


Proposal   for   Lengthening   New 
York  Subway  Platform 

The  question  of  lengthening  the  Inter- 
borough  subway  local  station  platforms 
and  the  desirability  of  ordering  the  Inter- 
borough  Rapid  Transit  Company  to  pay 
half  the  cost,  estimated  at  about  $16,000,- 
000,  was  discussed  by  the  New  York 
Transit  Commission  on  Dec.  13.  Repre- 
sentatives of  the  company  have  ques- 
tioned the  interpretation  of  the  commis- 
sion that  the  contract  requires  the 
company  to  pay  half  the  cost  of  improve- 
ments and  have  threatened  to  appeal  to 
the  courts  if  ordered  to  pay  it. 


Hearing  on  Petition  Postponed 

Hearing  on  the  application  of  the  Pa- 
cific Gas  &  Electric  Company  and  the 
Centra^  California  Traction  Company 
for  a  7-cent  fare  in  Sacramento,  Cal., 
has  been  postponed  until  Jan.  4.  It  had 
been  scheduled  for  Dec.  6.  The  present 
rate  in  Sacramento  is  5  cents. 


"Northern  Lights"  on  Thursday 
Nights 

The  Northern  Ohio  Power  &  Light 
Company,  Akron,  Ohio,  continues  to 
broadcast  a  program  every  Thursday 
night  between  the  hours  of  8  and  9  for 
the  purpose  of  advertising  its  service. 
An  orchestra  has  been  organized  known 
as  "The  Northern  Lights,"  and  usually 
there  are  two  vocalists  who  broadcast 
over  WADC.  During  the  holiday  week 
It  is  planned  to  use  the  First  Congre- 
gational Church  choir  and  St.  Martha's 
Church  choir. 


Denver's  Perpetual  Franchise 
Upheld 

The  United  States  Court  of  Appeals 
has  upheld  the  decision  of  the  lower 
federal  court  to  the  effect  that  the  Den- 
ver Tramway,  Denver,  Col.,  has  a  per- 
petual franchise.  The  franchise  was 
signed  in  1885  and  1886.  It  stipulates 
a  5-cent  fare,  but  the  fare  was  changed 
by  the  court  from  5  cents  to  6  cents 
during  the  World  War.  Judge  Lewis 
in  the  federal  court  later  raised  the 
rate  to  8  cents  cash  with  two  tokens 
for  15  cents.  This  is  the  fare  now  in 
efifect. 

President  Howard  S.  Robertson  says 
the  company  is  being  operated  economi- 
cally, but  it  is  not  paying  anything  like 
the  7^  per  cent  allowed  by  the  court. 
The  directors  of  the  tramway,  after  they 
receive  a  full  transcript  of  the  Appellate 
Court's  ruling,  will  meet  and  then  a 
statement  will  be  made  as  just  what  the 
company  proposes  to  do. 


Men  in  St.  Louis  Propose 
Wage  Survey 

W.  R.  Schneider,  attorney  for  the 
local  division  of  the  Amalgamated  As- 
sociation, has  been  authorized  to  con- 
duct a  survey  of  the  wage  situation  and 
also  living  expenses  in  other  large 
cities.  He  has  indicated  that  it  will  be 
several  weeks  before  he  is  ready  to  re- 
port to  the  wage  committee,  which  has 
been  authorized  by  the  executive  com- 
mittee to  seek  a  revision  of  the  wage 
scale  in  force  by  the  St.  Louis  Public 
Service  Company.  Union  officials  say 
that    St.    Louis    ranks    ninth    in    the 


Improved  Service  Means  Higher 
Fare,  Say  Madison  Employees 

Employees  of  the  Madison  Railways, 
Madison,  Wis.,  at  their  regular  meeting 
adopted  a  resolution  favoring  an  in- 
crease in  fare  as  a  solution  for  the  im- 
provement of  service.  The  resolution 
follows  in  part : 

1.  We  operate  the  cars  and  buses  to  give 
the  best  service  we  can.  We  try  our  best 
to  avoid  accidents,  to  be  courteous  to 
patrons,  and  to  run  the  cars  on  time. 

2.  We  know  the  company  is  spending 
every  dollar  of  its  present  income  to  give 
the  best  service  it  can  and  that,  "in  spite 
of  this  fact,  we  cannot  keep  up  with  the 
service  demands  of  the  public. 

3.  We  have  faith  in  the  future  of  Mad- 
ison and  we  want  to  see  our  customers 
have  the  very  best  transportation  possible, 
but  more  and  faster  service  means  more 
double  track,  more  cars,  more  buses,  more 
employees,  and  more  expense  all  along  the 
line. 

4.  We  are  confident  that  the  one  and  only 
way  to  thus  improve  the  service  is  to  grant 
the  Madison  Railways  an  increased  rate  of 
fare. 


Safety  Via  Radio  and  Poster 
Display  in  Jacksonville 

Features  of  the  safety  campaign  being 
conducted  by  the  Jacksonville  Traction 
Company,  Jacksonville,  Fla.,  in  which 
all  trainmen  who  operate  80  working 
days  without  a  chargeable  accident  will 
receive  turkeys  for  Christmas,  were 
outlined  over  WJAX,  the  Jacksonville 
municipal  broadcasting  station,  recently 
by  the  Rev.  James  Barbee,  pastor  of  the 
Riverside  Avenue  Christian  Church. 
This  campaign  as  an  important  factor 
in  cutting  down  the  number  of  accidents 
was  referred  to  by  the  Rev.  Barbee, 
Herbert  R.  MacMillan,  chief  of  the 
city's  fire  department,  and  Lieut.  Francis 
Smith,  head  of  the  city's  police  traffic 
department,  who  spoke  over  WJAX  in 
connection  with  the  safety  exhibits  at 
the  Florida  State  Fair  and  Exposition, 
sponsored  by  the  Jacksonville  Motor 
Club. 

The  Jacksonville  Traction  Company's 
exhibition  at  the  fair  has  been  favor- 
ably received  by  the  local  newspapers, 
which  have  devoted  much  space  to  news 
stories  and  photographs  of  the  com- 
pany's display.  The  main  feature  of 
the  railway's  exhibit  is  an  impressive 
poster  display.  Some  of  the  posters 
show   in   picture   form   the   dangers   of 


1128 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


passing  from  behind  one  street  car  onto 
the  tracks  of  another  and  depicts  other 
careless  moves  which  have  at  times 
caused  fatal  accidents.  A  lesson  for  the 
operators  is  also  seen  in  the  posters. 
They  will  be  placed  on  the  street  car 
property  after  the  fair.  Other  siejns  ask 
the  co-operation  of  the  public  and 
emphasize  the  increasing  convenience 
of  street  car  riding. 


Stricter  Safety  Observance 
Recommended   in  Indianapolis 

A  letter  has  been  sent  to  all  electric 
railways  operating  in  Indianapolis,  Ind., 
signed  by  Claude  M.  Worley,  Chief  of 
Police,  asking  a  stricter  observance  of 
the  law  requiring  street  car  and  inter- 
urban  conductors  to  flag  railroad  cross- 
ings before  crossing. 


Continuation  of  Railway  Service 
Ordered  in  Goshen 

The  well-known  "one-horse"  town 
has  nothing  on  the  "one-car"  town  of 
Goshen,  Ind.,  which  narrowly  escaped 
being  a  "no-car"  town  recently  by  ac- 
tion of  the  Indiana  Public  Service  Com- 
mission. In  an  order  issued  Dec.  2  the 
commission  ruled  that  the  single  street 
car  operated  by  the  Chicago.  South 
Bend  &  Northern  Indiana  Railway  in 
Goshen  be  kept  in  service  despite  the 
fact  that  the  company  suffered  operating 
losses  last  year  of  about  $2,000.  The 
commission  ordered  the  railway  to  file 
a  schedule  for  the  continued  operation 
and  to  see  that  such  schedule  was  "rea- 
sonably observed." 

A  petition  asking  authority  to  aban- 
don local  service  was  filed  by  R.  R. 
Smith,  receiver  for  the  railway.  Acci- 
dents, it  was  alleged,  were  responsible 
for  half  the  loss  suffered  in  1926. 
Patrons  objected  to  abandonment. 


^20,000,000  for  Reading  Elec- 
trification at  Philadelphia 

Some  of  the  plans  for  the  electrifica- 
tion of  its  railroad  lines  in  and  about 
Philadelphia  were  announced  on  Dec.  14 
by  Agnew  T.  Dice,  president  of  the 
Reading  company.  Engineers  of  the 
company  are  actively  engaged  in  com- 
pleting plans  for  the  electrification  of 
the  road  from  the  Reading  Terminal 
to  Chestnut  Hill,  12  miles  from  the  city. 
Other  improvements  are  predicted  on 
the  completion  of  this  work,  and  when 
the  Chestnut  Hill  line  is  in  operation  the 
company  anticipates  making  extensions 
of  electric  service  to  Lansdale,  on  the 
Bethlehem  branch,  and  from  Glenside  to 
Willow  Grove,  Pa.  The  next  step  will 
be  a  continuation  to  the  New  York 
branch,  with  the  first  projection  of  serv- 
ice being  made  from  Jenkintown  to 
Langhorne.  The  expenditure  will  be 
approximately  $20,000,000,  and  the  com- 
pany anticipates  embarking  on  the  pro- 
gram within  a  few  months. 


Recent  Bus  Developments 

n  1\  '" 


Denial  of  Railway  Petition  to 
Revoke  Bus  Grant  in  New  York 

The  Public  Service  Commission  de- 
nied on  Dec.  13  a  petition  by  the  New 
York  State  Railways  to  revoke  the  cer- 
tificate issued  May  6,  1920,  under  which 
the  Clark  Motor  Service  now  operates 
over  certain  streets  in  Oneida  and  to 
Sherrill,  N.  Y.  It  further  ordered  the 
amendment  of  that  certificate  by  direct- 
ing that  the  bus  line  operation  be  lim- 
ited to  certain  streets. 

It  was  alleged  by  the  railway  that  the 
bus  company  was  unlawfully  operating 
in  certain  streets  in  Oneida,  not  men- 
tioned in  its  certificate  and  illegally 
competing  with  the  railway,  thereby 
violating  conditions  in  the  bus  certifi- 
cate. 

The  consent  by  the  city  or  the  cer- 
tificate of  the  commission  on  May  6, 
1920,  did  not  specify  a  designated  route 
in  Oneida,  but  at  the  hearing  before  the 
Public  Service  Commission,  Second 
District,  on  April  10,  1920,  evidence  was 
presented  on  the  proposed  operation  over 
certain  streets  in  Oneida.  The  commis- 
sion further  held  that  there  was  no  evi- 
dence of  intentional  or  deliberate  viola- 
tion by  the  bus  company  in  operating 
over  Oneida  streets. 


Expansion  by  Cleveland 
Southwestern 

The  certificate  and  property  of  the 
Cleveland-Elyria-Toledo  Bus  Company 
has  been  purchased  by  the  Cleveland 
Southwestern  Railway  &  Light  Com- 
pany, Cleveland.  Ohio,  following  author- 
ization of  the  purchase  by  the  Ohio 
Public  Utilities  Commission  on  Dec.  12. 
With  this  purchase  the  Southwestern 
company  immediately  announced  plans 
to  co-ordinate  its  railway  and  bus  serv- 
ices and  schedules  and  announced  the 
purchase  of  four  new  buses  of  the  latest 
type  and  design.  With  the  seven  old 
buses  taken  over  from  the  Elyria  com- 
pany this  will  give  a  de  luxe  bus  service 
running  from  Cleveland  to  Elyria  and 
Oberlin  and  ending  at  Norwalk. 


Subsidy  for  Kansas  City  Bus  Line 
Suggested  by  Public 

The  Southeast  Improvement  Associa- 
tion has  promised  the  Kansas  City  Pub- 
lic Service  Company,  Kansas  City,  Mo., 
350  passenger  fares  daily  all  winter  on 
a  bus  line  on  43d  Street  if  the  line  is 
installed.  This  is  134  more  fares  than 
was  reported  one  day  recently  on  the 
39th  Street  line  east  of  Cleveland,  the 
basis  upon  which  the  railway  estimated 
only  $14  a  day  in  fares  could  be  expected 
from  a  43d  Street  line.  The  350  fares 
a  day  would  mean  $22.25  a  day,  figuring 
6^  cents  a  fare,  transfers  considered. 

The  association  suggests  that  the  stub 


line  from  43d  Street  to  39th  Street  on 
Indiana  be  cut  out  and  the  bus  be  run 
to  39th  Street,  either  on  Indiana  or  a 
paved  road  adjoining.  The  stub  line 
cars  are  said  to  be  overcrowded  morn- 
ings and  nights.  More  than  500  homes 
have  been  counted  in  the  district  by  the 
association,  with  four  people  to  a  home. 
The  Kansas  City  Public  Service  Com- 
pany had  estimated  200  homes  in  this 
district  and  fixed  the  net  loss  on  the  line 
from  $7,500  to  $10,000  a  year. 


Another  Bus  Line  Acquired  by 
Baltimore  Company 

The  United  Railways  &  Electric  Com- 
pany, Baltimore,  Md.,  has  announced 
that  it  has  taken  over  the  operation  of 
the  Lakeland-Baltimore  Highlands  bus 
line  and  that  some  new  buses  will  be  in- 
stalled on  the  line.  Other  improvements 
are  also  contemplated. 


Would  Run  Buses  in  Supple- 
mentary Service  in  South  Bend 

The  Chicago,  South  Shore  &  South 
Bend  Railroad  has  petitioned  the  In- 
diana Public  Service  Commission  for 
authority  to  operate  bus  lines  within  the 
city  of  South  Bend  to  supplement  inter- 
state railway  service  between  South 
Bend  and  Chicago.  According  to  the 
petition  no  additional  charges  would  be 
made  for  the  extended  service. 


No  Safety — No  Bus  Between 
Fall  River  and  Quincy 

The  Eastern  Massachusetts  Street 
Railway,  which  was  recently  authorized 
to  operate  a  bus  line  between  the  Fall 
River  Ship  Yards  and  Quincy  Center, 
Quincy,  Mass.,  via  South  Street,  has 
been  notified  that  the  State  Department 
of  Public  Works  will  not  permit  buses  to 
operate  as  proposed  because  the  streets 
are  too  narrow  and  contain  too  many 
curves  for  safetv. 


Two  Losers  in  Milwaukee  Over 
Bus  Competition 

At  the  request  of  North  Milwaukee 
officials,  the  Milwaukee  Electric  Rail- 
way &  Light  Company,  Milwaukee, 
Wis..,  is  now  providing  bus  service  to 
the  western  portion  of  that  city,  served 
previously  by  a  competing  bus  line.  The 
line  of  the  Milwaukee  Railway  &  Light 
Company,  however,  connects  with  the 
city  street  cars  at  a  convenient  transfer 
point  instead  of  operating  on  a  parallel 
route  to  the  downtown  business  district. 

Press  reports  indicate  that  the  com- 
peting bus  line,  which  failed  and  sus- 
pended service,  lost  heavily  from  the 
start.     Its  routes  paralleled  those  of  the 


December  17, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1129 


railway  in  territory  where  there  is  not 
enough  business  to  sustain  duplicated 
service.  The  railway  company  also  lost 
some  traffic,  but  it  did  not  reduce  its 
service. 

The  Milwaukee  company  feels  that 
this  incident  illustrates  the  folly  and 
unfairness  of  such  competition.  It  has 
been  without  redress  in  instances  of  this 
kind  in  the  past,  but  the  new  state  law, 
giving  the  State  Railroad  Commission 
power  to  pass  upon  the  need  of  new  bus 
routes,  in  the  interest  of  the  public,  is 
expected  to  prevent  unwise  and  unneces- 
sary establishment  of  such  routes  in  the 
future. 


Hearings  in  New  York  Continued 

The  New  York  Transit  Commission 
on  Dec.  13  held  another  hearing  on  the 
application  of  the  Equitable  Coach  Com- 
pany for  a  certificate  of  convenience  and 
necessity  for  operation  of  bus  routes  m 
Manhattan,  Brooklyn  and  Queens,  for 
which  the  Board  of  Estimate  has 
awarded  a  franchise.  Virtually  all  of  the 
hearing  was  devoted  to  cross-examina- 
tion by  Clarence  J.  Shearn,  of  counsel 
for  the  Brooklyn-Manhattan  Transit 
Corporation,  of  Alfred  J.  Doyle,  a  Board 
of  Transportation  engineer,  on  the  ne- 
cessity for  the  routes  in  Brooklyn. 


Court  Discusses  Highway  Legislation 

United  States  Supreme  Court,  in  decision  just  rendered,  finds  many 

imadjudicated  questions  presented  in  Hammond  bus  case. 

Remands  case  for  further  examination 


IN  A  decision  handed  down  Nov. 
21  the  U.  S.  Supreme  Court  points 
out  that  many  points  in  the  control 
which  a  city  may  possess  over  its 
streets  remain  to  be  determined.  These 
observations  were  made  in  the  case  of 
the  city  of  Hammond,  petitioner,  vs. 
Schappi  Bus  Line,  Inc.  The  case  arose 
when  the  city  of  Hammond,  Ind.,  with 
about  60,000  inhabitants,  passed  an 
ordinance  restricting  buses  from  op- 
erating over  certain  of  its  streets,  or 
from  stopping  to  receive  or  discharge 
passengers  on  certain  other  streets 
without  receiving  permission  from  the 
Board  of  Public  Works.  It  made  an 
exception,  however,  of  the  buses  of  any 
companies  with  which  the  city  had  an 
existing  contract.  The  purpose  of  the 
ordinance  was  declared  by  the  city 
authorities  to  prevent  congestion  of 
traflffc  and  to  promote  safety. 

The  Schappi  company,  which  has 
been  operating  interstate  buses  over 
some  of  the  streets  in  question,  insisted 
there  was  no  congestion,  even  in  the 
business  district,  except  such  as  re- 
sulted at  times  from  the  passing  of 
railroad  trains  at  grade  and  from  the 
allowance  of  unreasonable  parking 
privileges  and  that  the  real  purpose  of 
the  ordinance  was  to  protect  from  com- 
petition another  bus  company  which 
came  under  the  exception  mentioned  in 
the  ordinance. 

Case  Appealed  from  District  Court 

The  case  was  first  tried  in  the  Dis- 
trict Court,  which  denied  the  interlocu- 
tory injunction  asked.  This  decree  was 
reversed  by  the  Court  of  Appeals, 
which,  however,  did  not  give  the 
grounds  for  its  decision. 

In  its  consideration  of  the  case,  the 
Supreme  Court  finds  that  "the  issues  of 
law  are  as  serious  and  numerous  as 
the  questions  of  fact."  It  points  out  the 
claims  of  Schappi  that  the  ordinance  is 
in  violation  of  the  Indiana  statutes  and 
constitution  and  that  it  is  also  void 
under    the    Federal    Commerce    clause 


and  Fourteenth  Amendment.  The  Su- 
preme Court  therefore  declared  the 
case  remanded  to  the  District  Court, 
as  it  involved  questions  which  it  did  not 
feel  like  passing  upon  without  a  discus- 
sion of  these  points  by  members  of  the 
lower  courts  familar  with  the  local  law. 
In  the  meantime  it  directed  an  injunc- 
tion pending  the  suit. 

New  Questions  Involved 
An  interesting  part  of  the  decision 
are  the  remarks  of  the  Supreme  Court 
on    the   novelty    of    the    questions    in- 
volved.   On  this  point  it  says : 

The  contentions  made  in  the  briefs  and 
arguments  suggest,  among  other  questions, 
the  following :  Where  there  is  congestion 
of  city  streets  sufficient  to  justify  some 
limitation  of  the  number  of  motor  vehicles 
to  be  operated  thereon  as  common  carriers, 
or  some  prohibition  of  stops  to  load  or 
unload  passengers,  may  the  limitation  or 
prohibition  be  applied  to  some  vehicles  used 
wholly  or  partly  in  interstate  commerce 
while,  at  the  same  time,  vehicles  of  like 
character,  including  many  that  are  engaged 
solely  in  local,  or  intrastate,  commerce  are 
not  subjected  thereto?  Is  the  right  in  the 
premises  to  which  interstate  carriers  would 
otherwise  be  entitled,  affected  by  the  fact 
that,  prior  to  the  establishment  of  the 
interstate  lines,  the  city  had  granted  to  a 
local  carrier,  by  contract  or  franchise,  the 
unlimited  right  to  use  all  the  streets  of  the 
city,  and  that  elimination  of  the  interstate 
vehicles  would  put  an  end  to  the  congestion 
experienced?  May  the  city's  right  to  limit 
the  number  of  vehicles,  and  to  prohibit 
stops  to  load  or  unload  passengers,  be  ex- 
ercised in  such  a  way  as  to  allocate  streets 
on  which  motor  traffic  is  more  profitable 
exclusively  to  the  local  lines  and  to  allocate 
streets  on  which  the  traffic  is  less  profitable 
to  the  lines  engaged  wholly,  or  partly,  in 
interstate  commerce?  Is  limitation  of  the 
number  of  vehicles,  or  prohibition  of  stops 
to  load  or  unload  passengers,  of  carriers 
engaged  wholly,  or  partly,  in  interstate 
commerce,  justifiable,  where  the  congestion 
could  be  obviated  by  denying  to  private 
carriers  existing  parking  privileges  or  by 
curtailing  those  so  enjoyed?  Are  the  rights 
of  the  interstate  carrier  in  the  premises 
dependent,  in  any  respect,  upon  the  dates 
of  the  establishment  of  its  lines,  as  com- 


pared with  the  dates  of  the  establishment 
of  the  lines  of  the  local  carrier  ? 

These  questions  have  not,  so  far  as  ap- 
pears, been  considered  by  either  of  the 
lower  courts.  The  facts  essential  to  their 
determination  have  not  been  found  by  either 
court.  And  the  evidence  in  the  record  is 
not  of  such  a  character  that  findings  could 
now  be  made  with  confidence.  The  answer 
denied  many  of  the  material  allegations  of 
the  bill.  The  evidence  consists  of  the 
pleadings  and  affidavits.  The  pleadings  are 
confusing.  The  affidavits  are  silent  as  to 
some  facts  of  legal  signifiance ;  lack  def- 
initeness  as  to  some  matters ;  and  present 
serious  conflicts  on  issues  of  facts  that 
may  be  decisive.  For  aught  that  appears, 
the  lower  courts  may  have  differed  in  their 
decisions  solely  because  they  differed  as  to 
conclusions  of  fact.  Before  any  of  the 
questions  suggested,  which  are  both  novel 
and  of  far  reaching  importance,  are  passed 
upon  by  this  court,  the  facts  essential  to 
their  decision  should  be  definitely  found 
by  the  lower  courts  upon  adequate  evidence. 

On  the  same  day  that  this  decision 
was  handed  down  the  Supreme  Court 
also  passed  upon  a  case  of  the  same  city 
of  Hammond  vs.  Farina  Bus  Line  & 
Transportation  Company.  While  it  de- 
clared some  of  the  issues  in  facts  and 
law  were  different  from  those  in  the 
Schappi  case,  it  was  also  remanded  to 
the  District  Court  for  further  pro- 
ceedings. 

♦ 

Miami  Beach  Service  Increased 

A  new  bus  schedule  offering  increased 
facilities  has  gone  into  effect  at  Miami 
Beach  following  negotiations  with  the 
Miami  Beach  Railway.  Five  buses  of 
21-passenger  capacity  have  replaced  the 
three  buses  of  28-passenger  capacity. 
The  new  system  now  in  effect  covers 
an  increased  mileage,  totaling  860  miles 
a  day.  Transfers  are  given  to  any  bus 
line  from  the  street  cars,  or  from  bus 
to  bus.  The  fare  is  10  cents  within 
the  city,  or  from  any  part  of  the  city 
to  Miami. 

Approval  of  Taxi  Purchase 
Terms  Sought 

The  Philadelphia  Rapid  Transit  Com- 
pany, Philadelphia,  Pa.,  filed  applica- 
tion on  Dec.  6  with  the  Public  Service 
Commission  in  Harrisburg  for  the 
acquisition  of  the  Diamond  Cab  Com- 
pany and  the  Cunningham  Cab  Com- 
pany. According  to  the  petition  the 
P.  R.  T.  desires  to  buy  410  shares  of 
stock  of  the  Diamond  company  and  750 
shares  of  the  Cunningham  company  for 
$250,000.  The  P.  R.  T.  already  owns 
the  Yellow  Cab  Company.  Brief  refer- 
ence to  the  plan  of  the  P.  R.  T.  to 
acquire  these  properties  was  made  in 
the  Electric  Railway  Journal  issue 
of  Dec.  10,  1927.  In  support  of  its  peti- 
tion, the  P.R.T.  argued  that  the  absorp- 
tion of  the  two  independent  companies 
by  the  Yellow  Cab  Company,  now  under 
operation  of  Mitten  Management,  Inc., 
would  enable  the  railway  to  reduce 
cruising,  thus  relieving  city-center  traffic 
congestion.  The  gross  earnings  of  the 
Cunningham  Cab  Company  were  esti- 
mated at  $200,000  for  the  first  ten 
months  of  this  year  by  P.R.T.  auditors. 


1130 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  A'o.25 


I      Financial  anci  Corporate      f 


Purchase  Overtures  Resumed 

Special    counsel    for    New    York    Transit 

Commission  says  renewal   of  purchase 

negotiations  with  B.-M.  T.  delays 

unification  plan 

RESUMPTION  of  negotiations  with 
officials  of  the  Brooklyn-Manhat- 
tan Transit  Corporation  for  the  pur- 
chase by  the  city  of  the  company's 
elevated  lines  and  its  lease  and  interest 
ill  the  city-owned  subway  system  is 
given  by  Samuel  Untermyer,  special 
counsel  to  the  Transit  Commission,  as 
the  reason  for  his  delay  in  submitting 
the  unification  plan,  based  on  his  report 
of  recommendation  of  Sept.  30  to  the 
commission. 

Mr.  Untermyer,  in  a  statement  made 
on  Dec.  12,  disclosed  that  the  company 
now  has  experts  making  a  valuation 
of  its  properties  and  on  completion  of 
their  work  the  city  will  know  just  what 
the  owners  of  the  B.-M.T.  will  ask  for 
their  subway  and  elevated  lines.  It  is 
understood,  although  Mr.  Untermyer 
did  not  say  so,  that  the  company  has 
abandoned  its  insistence  that  the  city 
should  buy  its  surface  lines. 

Mr.  Untermyer's  statement  was  in 
response  to  repeated  inquiries  as  to  how 
soon  submission  of  the  unification  plan 
might  be  expected.    He  said : 

Owing  to  the  many  and  complicated  ques- 
tions involved  we  are  still  far  from  a  con- 
clusion. What  will  be  the  outcome  no  one 
can  predict.  The  pivotal  point  will  be,  of 
course,  that  of  the  value  and  selling  price 
of  the  elevated  property. 

The  Transit  Commission's  physical  valu- 
ations have  long  been  in  the  possession  of 
the  companies.  We  have  not  received 
theirs,  but  physical  values  are  not  the 
ultimate  criterion  nor  the  most  important 
element  in  the  problem. 

The  B.-M.  T.  has  for  some  time  past  had 
Its  experts  at  work.  Very  soon  after  they 
have  completed  their  studies  we  shall  know 
how  much  these  gentlemen  will  expect  for 
their  elevated  property.  Meantime  there 
are  many  other  aspects  equallv  important 
which  are  being  and  must  be  further  con- 
sidered. 

Progress  Not  Slow 

I  realize  that  progress  during  the  past 
weeks  has  seemed  slow  to  the  outsider,  but 
that  is  not  the  fact.  We  must  ask  the 
public  to  be  patient.  It  may  be  that  it  will 
all  come  to  naught.  I  can  only  say  that 
the  outlook  is  more  encouraging. 

It  would  be  manifestly  undesirable  and 
unwise  to  put  out  a  plan  based  on  prices 
fixed  by  the  commission  and  opposed  by 
the  companies  with  the  alternate  of  recap- 
ture so  long  as  there  is  any  hope  of  avoid- 
ing that  impass.  If  these  negotiations  fail 
or  are  too  long  protracted  without  making 
decisive  progress,  the  plan  will  be  put 
before  the  commission  without  further 
delay. 

Later  Mr.  Untermyer  reiterated  that 
recapture  would  not  result  in  the  dis- 
ruption of  the  Brooklyn  rapid  transit 
service.  He  said  there  could  be  joint 
operation  of  recaptured  and  recaptur- 


able  lines  by  order  of  the  commission. 
Mr.  Untermyer  added  that  the  only 
threat  to  the  maintenance  of  the  5-cent 
fare  was  through  the  inclusion  in  the 
readjustment  plan  of  the  elevated  lines, 
which  he  said  were  losing  money,  but 
that  it  might  be  well  for  the  city  to  buy 
them  out  of  deference  to  popular 
opinion.    He  said : 

My  judgment  that  the  best  interests  of 
the  city  would  be  served  by  recapture  and 
the  exclusion  of  the  elevated  lines,  unless 
they  can  be  acquired  on  yery  moderate 
terms,  is  not  in  the  least  altered  by  recent 
events,  I  repeat  that  this  can  be  accom- 
plished without  the  slightest  inconvenience 
to  the  traveling  public  and  without  a  double 
or  increased  fare,  and  that  the  car  riders 
will  in  that  way  secure  a  vastly  improved 
service  and  a  longer  haul. 

The  only  threat  to  the  maintenance  of  the 
5-cent  fare  is  from  the  inclusion  of  the 
elevated  lines,  both  of  which  are  now  losing 


money  and  would  be  a  still  heavier  drain 
if  acquired  at  anything  like  the  inflated 
prices  that  have  been  mentioned.  The  total 
cost  of  both  lines  on  recapture,  including 
all  subway  equipment,  would  be  about 
$180,000,000.  It  would  cost  more  than 
twice  that  sum  to  purchase  them. 


^18,000,000  Minnesota  Issue 
Approved 

The  Minnesota  Railroad  and  Ware- 
house Commission  has  approved  the 
issue  by  the  Minneapolis  Street  Railway 
and  the  St.  Paul  City  Railway  through 
the  parent  corporation,  the  Twin  City 
Rapid  Transit  Company,  of  $18,000,000 
of  5i  per  cent  lien  and  refunding  gold 
bonds,  series  A.  dated  Sept.  1,  1927,  and 
maturing  in  25  years.  The  proceeds 
will  refund  obligations  maturing  Aug. 
IS  and  Oct.  1,  1928.  to  a  total  of  $15,- 
000,000,  with  capital  additions  for  im- 
provements and  extensions.  The  bonds 
were  offered  publicly  during  the  week 
ended  Dec.  10  subject  to  the  approval 
of  their  terms  by  the  commission. 


$188,016,892  Boston  ''V 
Reproduction  Cost 

Transportation  value  of  the  property  fixed  by  state  body  at 

^118,837,253.    Governor  believes  public  control  without 

public  ownership  to  be  ideal  arrangement 


BY  A  unanimous  vote  the  Massachu- 
setts Department  of  Public  Utilities 
places  the  reproduction  cost  of  the  Bos- 
ton Elevated  Railway  at  $188,016,892, 
the  transportation  value  at  $118,837,253 
and  the  book  value  at  $109,103,445. 

Right-of-way  has  a  book  value  of 
$11,435,768  and  a  reproduction  cost  of 
$20,724,294.  The  largest  single  item  are 
the  cars  and  buses,  with  a  book  value 
of  $16,325,134  and  given  a  reproduction 
value  of  $22,761,311,  but  for  transporta- 
tion purposes,  or  carrying  capacity,  the 
value  is  fixed  at  only  $14,569,190.  Power 
plant  equipment  has  a  book  value  of 
$9,099,531  and  a  reproduction  value  of 
$11,434,666,  but  for  transportation  pur- 
poses this  is  estimated  at  only  $4,498,- 
342.  The  book  value  is  the  capital  stock, 
bonds  and  premiums.  This  is  found  to 
be  some  $9,500,000  less  than  the  trans- 
portation value. 

The  report  was  ordered  by  the  Legis- 
lature. It  was  made  public  on  Dec.  8 
at  noon.  The  document  covers  four 
questions : 

1.  The  value  for  transportation  purposes 
of  the  property  of  said  company,  and 
whether  this  value  is  more  or  less  than  the 
option  price  provided  in  Sec.  16  of  Chapter 
159  of  the  special  acts  of  1918. 

2.  Whether  the  value  of  said  property  for 
transportation  purposes  has  been  increased 
during  the  period  of  public  control  through 
expenditures  from  car  fares  and  other  rev- 
enue for  maintenance,  depreciation,  re- 
serves or  otherwise,  and  if  so,  how  much. 

3.  As  to  the  reproduction  value  of  the 
property  of  said  company  and  to  report 
its  opinion  as  to  the  amount  thereof,  less 


a    proper   deduction   for    depreciation   and 
obsolescence. 

4.  State  its  opinion  as  to  the  value  of  the 
surface  lines  abandoned  by  said  company. 
It  has  been  pointed  out  that  the  im- 
portant figure  in  the  valuation  of  Boston 
Elevated  property  is  the  reproduction 
cost,  less  depreciation,  which  is  $128,- 
937,869.  The  department  finds  that  to 
reproduce  the  road  new  would  cost 
$188,016,892,  but  the  road  is  not  new 
so  that  depreciation  of  $59,079,023  is  de- 
ducted to  reflect  wear  and  tear  of  prop- 
erty and  equipment,  etc.  Stress  is  laid 
by  one  of  the  commentators  as  the  fact 
that  reproduction  cost  is  a  matter  of 
only  academic  interest  inasmuch  as  the 
state  has  an  option  to  buy  the  road  at 
a  lower  figure.  However,  it  is  of  some 
value  to  the  stockholders  to  know  that 
their  property,  which  is  carried  on  the 
books  at  $109,000,000,  would  cost  ap- 
proximately $129,000,000  to  reproduce. 
In  fact,  as  the  road  carries  a  deprecia- 
tion reserve  of  about  $8,200,000,  the 
excess  appraised  value  is  not  $20,000,- 
000  but  $28,200,000. 

It  was  provided  in  the  public  control 
act  that  the  Commonwealth  might  buy 
the  Elevated  road  for  a  price  which, 
although  not  stated  in  the  act,  is  found 
by  the  Department  of  Public  Utilities  to 
be  a  little  more  than  $109,000,000. 
Assuming  that  the  holders  of  the  first 
and  second  preferred  stocks  exercised 
their  right  of  conversion  into  common, 
and  that  the  $3,000,000  so-called  third 
preferred  was  called  at  105,  this  price 
would  work  out  about  $111  a  share  for 


December  17, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1131 


the  common.  Consequently,  as  the  state 
can  buy  the  road  at  a  figure  which 
would  give  the  common  stockholders 
$111  a  share,  it  makes  no  particular 
difference  how  much  more  than  book 
figures  the  property  may  be  found  to  be 
worth  except  of  course  in  the  unlikely 
contingency  of  return  to  private  man- 
agement. In  that  event  the  value  of  the 
property  becomes  all-important. 

On  Dec.  31,  1926,  according  to  the 
Boston  Elevated  balance  sheet,  the  book 
value  of  the  $23,879,400  common  stock 
was  about  $119  a  share.  This  is  after 
allowing  par  for  the  first  and  second 
preferred  stocks  which  they  would  re- 
ceive in  liquidation  unless  converted 
into  common,  and  is  also  after  taking 
out  $105  a  share,  the  redemption  price 
of  the  $3,000,000  so-called  third  pre- 
ferred. The  reproduction  cost  being 
$20,000,000  larger  than  the  gross  amount 
at  which  the  road  carries  its  property 
on  its  books,  and  $28,200,000  larger 
than  the  net  amount,  after  depreciation, 
it  follows  that  the  book  value  is  in- 
creased in  the  first  instance  to  $202  a 
share  and  in  the  second  instance  to  $237 
a  share.  In  other  words,  if  the  road 
were  to  substitute  this  $129,000,000  re- 
production cost  for  its  own  valuation 
of  $109,000,000,  less  $8,200,000  de- 
preciation, the  result  would  be  a  book 
value  of  $237  a  share  for  the  common. 
As  already  indicated,  however,  these 
calculations  are  essentially  academic 
with  the  state  holding  an  option  to  buy 
the  property  for  $109,000,000. 

Governor  Fuller  has  made  known  that 
he  is  opposed  to  any  plan  for  the  exer- 
rise  of  the  right  of  the  state  to  take  over 
the  road.  He  believes  the  situation  is 
one  which  gives  the  state  a  distinct  ad- 
vantage, but  that  the  solution  of  the 
Elevated  problem  is  in  a  continuance 
of  public  control,  without  public  owner- 
ship, to  which  there  are  "good  and  valid 
objections."  He  will  not  recommend 
any  specific  bill  to  the  General  Court, 
but  he  will  submit  suggestions  which  he 
believes  will  go  far  toward  settling  the 
problem.  On  Dec.  8  he  stated  his  op- 
position to  any  plan  which  would  mean 
the  return  of  the  road  to  the  control  of 
its  private  owners,  or  which,  on  the 
other  hand,  would  bring  about  public 
ownership.    He  said: 

I  believe  that  in  the  public  control  of 
the  road,  without  the  objections  of  public 
ownership,  we  have  the  ideal  situation,  and 
if  a  plan  is  devised  whereby  the  road  can 
be  relieved  of  some  of  the  burdens  which 
have  been  placed  upon  it,  there  is  no  reason 
why  this  situation  cannot  be  continued, 
with  equal  justice  to  the  stockholders  and 
to  the  public. 

The  Governor  would  not  say  for  what 
period  of  years  he  would  favor  the  con- 
tinuance of  public  control,  but  indicated 
that  it  might  be  left  to  run  indefinitely 
without  any  fixed  period  being  specified. 
He  said  he  would  be  slow  in  proposing 
any  long  period  of  continuance  because 
the  future  must  always  be  uncertain.  As 
to  the  rate  of  dividends  which  should  be 
continued  to  stockholders,  the  Governor 
was  noncommittal,  but  he  said  he  be- 
lieved the  dividend  question  could  be 
worked  out  satisfactorily  to  both  stock- 
holders and  the  public. 


On  April  26,  1927,  the  Massachusetts 
House  ordered  that  as  an  aid  in  deter- 
mining the  disposition  to  be  made  of  the 
Boston  Elevated  Railway  and  its  prop- 
erty, including  the  question  of  extending 
or  terminating  public  control,  the  De- 
partment of  Public  Utilities  be  directed 
to  investigate  the  value  for  transporta- 
tion purposes  of  the  property  of  the  com- 
pany, and  whether  this  value  was  more 
or  less  than  the  option  price  provided 
in  Section  16  of  Chapter  159  of  the  spe- 
cial acts  of  1918,  and  also  whether  the 
value  of  the  property  for  transportation 
purposes  has  been  increased  during  the 
period  of  public  control  through  ex- 
penditures from  carfares  and  other 
revenue  for  maintenance,  depreciation 
reserves  or  otherwise,  and  if  so,  how 
much.  The  department  was  also  di- 
rected to  investigate  as  to  the  reproduc- 
tion value  of  the  property  of  the  com- 
pany and  to  report  its  opinion  as  to  the 
amount  thereof,  less  a  proper  deduction 
for  depreciation  and  obsolescence.  It 
was  also  to  state  its  opinion  as  to  the 
value  of  the  surface  lines  abandoned  by 
the  company. 


Warsaw  Line  Would  Issue  Bonds 

The  Winona  Railroad,  operating  be- 
tween Peru  and  Goshen,  Ind.,  has  peti- 
tioned the  Public  Service  Commission 
for  authority  to  issue  $260,000  in  6  per 
cent  bonds.  This  money  is  desired  to 
reimburse  the  company  for  capital  ex- 
penditures since  June,  1924. 


Changes  in  Kansas  City  Board 
of  Directors 

J.  K.  Newman,  large  owner  of  the 
stock  of  the  Kansas  City  Public  Service 
Company,  Kansas  City,  Mo.,  re- 
signed Dec.  5  as  a  member  of  the 
board  of  directors  at  the  first  formal 
meeting  of  that  body.  His  resignation 
is  in  line  with  his  plan  to  place  the  street 
railway  properties  there  under  a  local 
board  of  directors.  His  place  will  be 
filled  by  George  G.  Morris,  trainman, 
who  has  been  selected  for  the  place  by 
a  vote  of  all  the  employees  of  the 
company. 

The  board  is  now  composed  of-  Peter 
W.  Goebel,  chairman;  Herbert  M. 
Woolf,  James  K.  Chandler,  Powell  C. 
Groner,  president:  Carl  W.  AUendoer- 
fer;  Henry  N.  Ess;  Charles  Howell, 
Dr.  Paul  H.  Saunders,  E.  M.  Stayton; 
Henry  Hanssen,  Mr.  Morris.  Dr. 
Saunders  is  the  only  out-of- Kansas  City 
member,  his  home  being  in  New 
Orleans.  He  is  a  member  of  the  New- 
man-Saunders  banking  firm.  A  budget 
for  the  coming  year  was  placed  before 
the  board  by  Mr.  Groner.  It  called  for 
expenditures  of  about  $3,000,000  next 
year. 


Reasons  for  California  Deal 
Explained 

Further  facts  are  available  regarding 
the  negotiations  for  the  sale  of  the 
Petaluma  &  Santa  Rosa  Railroad,  Peta- 
luma,  Cal.,  to  the  Southern  Pacific  and 
the  Santa  Fe  Railroads  acting  jointly,  to 
which  brief  reference  was  made  in  the 
Electric  Railway  Journal  for  Dec.  3 
page  1042.  While  the  companies  men- 
tioned own  the  Northwestern  Pacific 
Railroad,  the  purchase  of  the  Petaluma 
&  Santa  Rosa  Railroad  by  them  will  not 
mean  consolidation  of  the  two  lines, 
as  they  will  continue  to  be  operated  in- 
dependently. There  will  be  no  change 
in  the  management  or  policy  of  the 
Petaluma  &  Santa  Rosa  Railroad. 

An  officer  of  the  electric  railway  in 
explaining  the  proposed  deal  made  it 
plain  to  the  public  that  the  sale  will 
simply  mean  a  change  in  stock  owner- 
ship, which  will  enable  the  electric  rail- 
way to  expand  its  business.  It  now 
serves,  under  traffic  arrangements,  as  a 
feeder  to  both  the  Southern  Pacific  and 
the  Santa  Fe  lines,  and  purchase  by  these 
companies  will  have  the  effect  of  ex- 
tending these  arrangements,  placing 
them  on  a  more  permanent  basis  whereby 
more  traffic  can  be  developed. 


Dissolution  of  Vancouver,  Wash., 

Company  Asked 

A  petition  for  an  order  permitting 
the  Clark  County  Development  Com- 
pany, Vancouver,  Wash.,  to  dissolve  the 
corporation,  which  was  organized  June 
19,  1909,  was  filed  in  that  city  Dec.  2. 
This  corporation  operated  the  Van- 
couver street  and  interurban  railway  up 
to  Nov.  1,  1926,  when  this  railway  was 
abandoned  by  the  City  Council.  Thus 
since  that  time  the  organization  has  had 
no  business  to  pursue.  The  territory  in 
which  the  railway  operated  is  now 
served  by  the  Vancouver  Bus  Company. 


Port  Arthur  Sale  Date  Set 

Sale  of  the  electric  railway  system  of 
the  Port  Arthur  Traction  Company, 
Port  Arthur,  Tex.,  has  been  ordered  by 
Judge  W.  Lee  Estes  of  the  United 
States  District  Court  at  Beaumont,  upon 
petition  of  the  Dayton  Savings  &  Trust 
Company  of  Dayton,  Ohio,  for  fore- 
closure of  mortgage  against  the  com- 
pany.   The  date  has  been  set  for  Jan.  10. 

Suit  for  the  foreclosure  of  mortgages 
amounting  to  $324,000  and  asking  the 
sale  of  the  public  utility  was  filed  in  the 
United  States  District  Court  Nov  14 
According  to  the  petition  the  railway 
is  deteriorating  so  fast  that  it  ceased 
to  be  a  safe  investment  for  its  creditors  " 

In    April,    1917,    the   officers    of   the 

«4mnm*^"K  "^^'^i'""  Company  issued 
:t)4UU,UUU  in  bonds  for  improvements  and 
extensions  and  for  operation  and  main- 
lo"o?J^^-  J^^  plaintiff  alleged  that  only 
$y,000  of  the  original  issue  has  been 
paid  off  and  that  three  semi-annual 
allotments  of  interest  have  lapsed.  In 
I  ,^'  }^^'  '"  January,  1927,  and  in 
July,  1927,  the  defendant  failed  to  pay 
$8,100  interest  for  the  semi-annual 
period.  It  is  alleged.  The  outstanding 
bonds  are  the  only  indebtedness  secured 
by  hen  against  the  company. 

It  is  understood  that  the  Gulf  States 
Utility  Company  will  enter  a  bid  when 
the  railway  is  offered  at  public  auction. 


1132 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


Earnings  in  Youngstown  Less 
Than  Allowed  Return 

Including  the  7  per  cent  return  al- 
lowed on  the  capital  investment, 
the  Youngstown  Municipal  Railway. 
Youngstown,  Ohio,  operated  during 
October  at  a  loss  of  $32,505  according 
to  Traction  Commissioner  Harry  Engle. 

This  is  the  fourth  consecutive  month 
that  the  company  received  no  return  on 
its  investment.  The  loss,  however,  is 
smaller  than  in  September,  when  it  was 
$37,748.  The  deficit  for  August  was 
$27,280  and  for  July  $27,203.  Under 
the  franchise  the  company  was  entitled 
to  a  return  of  $26,726. 

Gross  revenue  for  October,  this  year, 
was  $158,346,  compared  with  $176,924 
for  the  corresponding  month  last  year. 
The  total  mileage,  including  bus  and 
railway,  for  October,  1927,  was  477,- 
301,  compared  with  483,085  for  the 
similar  month  of  last  year.  Mr.  Engle's 
report  places  the  total  deficit  in  the 
stabilizing  fund  at  the  end  of  the  month 
at  $1,647,667.  The  earnings  per  car- 
mile  are  given  at  32  cents  and  the 
actual  cost  of  service  at  38  cents. 


1  Per  Cent  Bonus  on  Ottawa 
Traction  Stock 

The  Ottawa  Traction  Company,  Ot- 
tawa, Ont.,  has  declared  a  bonus  of 
1  per  cent  on  the  capital  stock  in  addi- 
tion to  the  regular  quarterly  dividend  of 
1  per  cent,  both  payable  on  Jan.  3  to 
stock  of  record  Dec.  15. 


Binghamton  Sale  Postponed 

Sale  of  the  properties  of  the  Bing- 
hamton Railway,  Binghamton,  N.  Y., 
under  foreclosure  set  for  Dec.  1,  1927, 
was  postponed  to  Jan.  5,  1928.  The 
railroad  proper  consists  of  47.72  miles  of 
single  and  double  track  and  the  equip- 
ment consists  of  seventeen  buses  and  79 
cars,  all  in  good  condition. 


Abandonment  Sought  in 
New  Mexico 

A  petition  was  recently  presented  to 
the  New  Mexico  Corporation  Commis- 
sion by  the  Las  Vegas  Transit  Company 
seeking  permission  to  abandon  the  line 
because  of  operating  losses.  The  line 
operates  between  east  and  west  Las 
Vegas,  N.  M  The  two  municipalities 
have  already  approved  the  proposed  sus- 
pension. 

» 

Pence  Interests  Get 
Minnesota  Roads 

H.  E.  Pence,  president  of  the  Minne- 
apolis, Northfield  &  Southern  Railway, 
Minneapolis,  Minn.,  has  secured  control 
of  the  Minnesota  Western  and  the 
Electric  Short  Line  Terminal  Company. 
The  assets  of  the  companies  involved 
are  put  at  $4,000,000.  The  companies 
will  be  operated  separately  under  the 
management  of  the  Minneapolis  South- 


ern. This  gives  the  Pence  line  a  fine 
electric  terminal  in  the  city,  which  is 
entered  also  by  the  Anoka  electric  line. 
The  first  two  named  roads  operate  gas- 
electric  passenger  trains  and  steam 
freight.  They  both  enter  the  electric 
terminal  at  Third  Avenue  North  and 
Seventh  Street.  The  first  line  covers 
127  miles  and  the  second  116  miles  to 
Gluek,   Minn.,  a  new  station. 


Verity  of  Commission's  Valuation 
Not  Considered  in  O'Fallon  Case 

A  court  specially  constituted  to  try 
the  is.sues  has  sustained  the  ruling  of 
the  Interstate  Commerce  Commission 
in  the  so-called  St.  Louis  &  O'Fallon 
Railroad  recapture  case.  The  Supreme 
Court  of  the  United  States  will  hear  the 
appeal.  The  importance  of  the  final 
result  of  the  litigation  may  be  judged  by 
the  finding  of  the  commission  that  the 
1914  base,  which  was  the  one  the  com- 
mission with  certain  allowances  adopted 
bv  a  majoritv  opinion,  gave  in  1920  a 
value  of  $18,900,000,000  for  all  railroad 
properties  in  the  United  States,  while 
the  reproduction  cost  basis  made  it 
$41,400,000,000  in  1920  and  took  it  back 
to  $31,300,000,000  in  1923. 

In  his  decision,  Federal  Judge  Kim- 
brough  Stone  says  the  order  of  the 
Interstate  Commerce  Commission  should 
he  modified  to  allow  interest  on  each  of 
the  amounts  due  found  by  the  court  only 
from  June  17.  1927,  and  as  thus  modified 
should  be  sustained. 

The  concurrent  opinion,  written  by 
District  Judge  Charles  B.  Faris,  says : 

In  conclusion,  I  am  not  convinced  that 
the  commission  erred,  but  am  of  the  opin- 
ion that  it  reached  the  valuation  found  by 
it  in  the  only  way  possible  in  a  situation  so 
difficult  as  that  absolute  certainty  and  cor- 
rectness were  well  nigh  finitely  impos- 
sible.   Therefore  I  concur  in  the  result. 

Judge  Stone  in  his  opinion  did  not 
touch  upon  the  question  of  valuation, 
but  Judge  Faris  in  his  opinion  said: 

Therefore  the  value  of  the  physical  prop- 
erty of  the  common  carriers  under  the 
recapture  provision  of  the  interstate  com- 
merce act  ought  to  be  the  result  of  expert 
opinion,  reasonably  and  honestly  exercised 
and  informed  by  a  consideration  of  the  in- 
formation required  by  statute  to  be  ob- 
tained; as  is  to  be  deduced  from  a  fair 
analysis  of  the  items  considered  and  of  the 
method  employed  in  the  valuation ;  and 
should,  in  addition  to  the  use  in  the  valua- 
tion of  the  statutory  information,  take  into 
consideration  the  average  of  known  price 
levels  for  both  labor  and  materials  over  a 
fair  term  of  years  preceding  the  valuation 
as  well  as  for  a  fair  term  of  years  there- 
after, based  on  the  trend  of  such  levels 
according  to  historical  observation  and 
human  experience. 

The  original  opinion  was  written 
by  Judge  Stone  and  the  concurring 
opinion  was  prepared  by  Judge  Faris. 

In  the  St.  Louis  &  O'Fallon  Railroad 
case  the  commission  was  divided  five  to 
four.  The  language  of  the  dissenters 
was  more  bitter  than  the  protest  of  the 
railroads.  Commissioner  Thomas  F. 
Woodlock  of  New  York  declared  that 
the  law  of  the  land  was  summarily  set 
aside  by  the  majority.     The   .Supreme 


Court  is  composed  now  as  it  was  when 
it  decided  the  case  of  McCardle  vs. 
Indianapolis  Water  Company.  The  es- 
sence of  that  decision  was  that  value 
shouhl  be  found  as  at  the  time  of  the 
inquiry. 

The  opinion  of  the  Interstate  Com- 
merce Commission  on  entering  its  de- 
cision said: 

We  are  dealing  here  with  one  small  rail- 
road. Nevertheless,  what  we  do'  in  this 
case  we  must  in  principle  do  for  all  the  rail- 
roads in  the  United  States.  Whatever  our 
decision,  its  effects  in  dollars  and  cents  is 
relatively  unimportant  in  this  particular 
case.  There  is  here  presented,  in  reality, 
a  great  national  problem  affecting  public 
policy  and  welfare  in  a  most  profound 
way  .  We  must  carefully  review 

the  significance  to  the  nation  of  the  de- 
cision which  we  make  in  this  case  in  its 
bearing  on  the  relation  between  all  rail- 
roads and  the  people  of  the  United  States. 
It  may  well  be  that  the  valuation  of  rail- 
roads on  a  national  scale  requires  the 
beginning  of  a  new  chapter  in  valuation. 


Vote  on  Increase  in  P.  R.  T. 

Preferred  Stock  Scheduled 

A  special  meeting  of  the  stockholders 
of  the  Philadelphia  Rapid  Transit  Com- 
pany, Philadelphia.  Pa.,  will  be  held  on 
Feb.  6  to  vote  on  the  proposed  increase 
of  $7,000,000  in  preferred  stock,  which 
will  make  $30,000,000  preferred  out- 
standing. 


Committee  Representing  Omaha 
Holders  Reviews  Affairs 

Affairs  of  the  Omaha  &  Council 
Blufifs  Street  Railway,  Omaha,  Neb., 
have  been  reviewed  in  part  as  follows  in 
a  circular  by  the  protective  committee 
of  bondholders : 

As  a  result  of  careful  and  impartial  study 
of  the  situation,  the  following  effective 
measures  have  been  or  are  being  taken  for 
the  protection  of  the  bondholders,  viz., 
John  N.  Shannahan,  an  experienced  rail- 
way operator,  was  made  president  of  the 
company;  (2)  the  financing  of  the  Omaha 
&  Council  Bluffs  Railway  &  Bridge  Com- 
pany, thus  preserving  the  equity  in  this 
company  for  the  benefit  of  the  railroad 
company  bondholders;  (3)  the  election  of 
representative  business  men  of  Omaha  to 
the  board ;  (4)  agreement  with  the  com- 
pany providing  (a)  that  no  dividend  shall 
be  paid  during  the  period  of  extension  and 
(b)  for  the  cancellation  or  deposit  as  secur- 
ity of  the  $1,005,000  bonds  now  held  in  the 
treasury  of  the  company,  and  (5)  to  insure 
the  maintenance  in  office  of  a  satisfactory 
board  of  directors  during  the  period  of 
extension. 

It  is  our  belief  that  the  above  features 
greatly  strengthen  the  position  of  the  bond- 
holders and  that  their  interests  will  be  fully 
and  adequately  protected  by  the  committee, 
of  which  Sidney  W.  Noyes  is  chairman. 
We  believe  the  proposed  extension  of  the 
bonds  is  the  only  practical  course  for  the 
bondholders  and  we  therefore  strongly 
recommend  that  you  deposit  your  bonds  im- 
mediately. In  view  of  the  measures 
adopted  for  the  protection  of  bondholders, 
our  committee  will  now  disband  and  repre- 
sentatives of  our  cornmittee  will  accept 
membership  on  the  committee  requesting 
deposits. 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1133 


] 


Personal  Items 


-r^-'^*- 


J.  F.  Lumsden  New  Manager  of 
Nova  Scotia  Property 

On  the  first  day  of  the  new  year  J.  F. 
Lumsden  will  take  over  the  management 
of  the  Nova  Scotia  Tramways  &  Power 
Company,  Halifax,  N.  S.  To  carry  out 
this  assignment  he  will  resign  as  assist- 
ant chief  engineer  of  the  Nova  Scotia 
Power  Commission,  with  which  body  he 
became  aftiliated  in  1921  as  chief  elec- 
trical engineer. 

Mr.  Lumsden  was  first  employed  with 
the  Canadian  General  Electric  Com- 
pany as  an  apprentice  in  its  factory  and 
on  its  engineering  stafif  from  1911  to 
1915.  Early  in  the  latter  year  and  up 
to  July.  1916,  he  served  on  the  operating 
stafif  of  the  Winnipeg  Electric  Railway. 
After  his  overseas  service  with  Cana- 
dian Expeditionary  Forces  he  returned 
to  Halifa.x  in  1919  and  took  a  position 
as  professor  in  electrical  engineering  at 
the  Nova  Scotia  Technical  College.  Two 
years  later  he  went  with  the  Nova  Scotia 
Power  Commission. 

The  manager-elect  was  born  in  Trin- 
ity, Newfoundland.  Early  in  his  life  he 
moved  to  Nova  Scotia,  where  he  at- 
tended the  high  school  in  Yarmouth  and 
later  the  Mount  Allison  University  and 
the  Nova  Scotia  Technical  College.  He 
was  graduated  from  the  latter  institution 
with  the  degree  of  bachelor  of  science  in 
electrical  engineering  in  1911. 


One  of  his  first  achievements  was  the 
building  up  of  a  water-works  year  book, 
the  Manual  of  American  Water-Works, 
which  long  was  a  basic  source  of  infor- 
mation regarding  the  water-works  of 
the  United  States  and  Canada.  Out  of 
this  year  hook  grew  Mr.  Baker's  special 
and  editorial  attention  to  questions  of 
water  purification,  sewage  and  garbage 
disposal  and  other  phases  of  public 
health  and  sanitation  which  were  then 
beginning  to  be  put  on  a  scientific 
basis.  He  is  the  author  of  several 
standard  engineering  works. 


eral  manager.  Several  years  later, 
when  the  system  was  reorganized,  he 
was  made  assistant  manager  of  the  light 
and  power  department,  and  in  1918  he 
entered  the  office  of  Williston  Fish  as  an 
assistant  to  the  vice-president.  A  few 
months  later  he  was  transferred  to  the 
Wheeling  Traction  Company,  and  on 
Feb.  1,  1919,  returned  to  Pittsburgh  as 
general  manager  of  the  West  Penn  Rail- 
ways. Nor  were  his  honors  to  stop  with 
this  promotion.  He  was  elected  vice- 
president  on  March  1,  1920,  and  pres- 
ident April  14,  1927. 


H.  L.  Mitchell  Honored 

H.  L.  Mitchell,  president  of  the  West 
Penn  Railways,  Pittsburgh,  Pa.,  was 
chosen  to  continue  as  president  of  the 
Pennsylvania   Street   Railway   Associa- 


W.  J.  Tharp  Retires  from 
Railway  Work 

W.  J.  Tharp,  affiliated  with  the  elec- 
tric railway  properties  in  Little  Rock, 
Ark.,  for  more  than  28  years,  resigned 
recently  to  become  an  official  of  Kauf- 
man &  Baer,  a  large  department  store 
organization  in  Pittsburgh.  For  many 
years  Mr.  Tharp  was  a  director  of  the 
Arkansas  Central  Power  Company  and 
secretary  of  the  Arkansas  Utilities 
Association.  He  also  served  on  utility 
association  special  committees.  When 
Mr.  Tharp  became  affiliated  with  the 
Little  Rock  property  the  system  owned 
twelve  cars  and  the  mileage  was  about 
half  what  it  is  todayj  At  present  there 
are  65  cars  in  regular  service  running 
over  42  miles  of  track. 


M.  N.  Baker  Honored 

M.  N.  Baker,  associate  editor  of  Engi- 
neering News-Record,  was  the  guest  of 
honor  at  a  dinner  given  by  about  100 
of  his  associates  in  the  McGraw-Hill 
company  at  the  Engineers  Club,  New 
Y'ork  City,  Dec.  9,  in  celebration  of  his 
40th  year  of  continuous  editorial  service 
with  Engineering  News  and  Engineer- 
ing News-Record. 

Mr.  Baker  started  in  engineering 
journalism  with  Engineering  Neii's 
when  Arthur  M.  Wellington  was  editor. 


H.  L.  Mitchell 

tion  at  the  close  of  the  session  on  Dec.  2, 
in  Scranton.  Pa.  He  succeeds  the  late 
Jilson  J.  Coleman. 

This  railway  executive  has  been  iden- 
tified with  the  West  Penn  Railways 
and  the  companies  which  it  controls  for 
the  past  25  years.  During  this  time  the 
property  has  developed  into  one  of  the 
most  important  utility  systems  in  Penn- 
sylvania operating  railway  and  bus  lines 
in  the  western  part  of  that  state,  eastern 
Ohio  and  northern  West  Virginia. 

Mr.  Mitchell  entered  the  employ  of 
the  old  Pittsburgh,  McKeesport  &  Con- 
nellsville  Railway  at  Pittsburgh  on 
March  1.  1902.  Less  than  a  year  later, 
when  the  general  offices  of  the  road 
were  moved  to  Connellsville.  he  became 
chief  clerk  to  Thomas  Elliot,  at  that  time 
general  manager.  From  that  time  until 
July  1,  1911,  he  held  various  positions 
with  the  company,  among  them  those  of 
paymaster  and  office  manager.  He  also 
had  charge  of  the  general  and  district 
■Stores  department. 

When  the  W'est  Penn  System  ac- 
quired additional  property  in  Allegheny, 
Buffalo,  Armstrong,  Washington  and 
Green  Counties  Mr.  Mitchell  was  trans- 
ferred to  Pittsburgh  as  assistant  to 
W.  E.  Moore,  vice-president  and  gen- 


Engineer  Hewes  Resigns  from 
Rensselaer  Property 

James  E.  Hewes,  vice-president  and 
general  manager  of  the  Eastern  New 
York  Utilities  Company,  Rensselaer, 
N.  Y.,  will  resign  Jan.  1  to  specialize 
in  the  investigation  of  the  engineering 
and  operation  of  public  utilities.  Mr. 
Hewes,  widely  known  as  an  engineer- 
ing expert,  went  to  the  Albany  South- 
ern Railroad  in  1909  in  an  advisory 
capacity  soon  after  that  company  was 
brought  out  of  receivership.  He  was 
appointed  vice-president  and  general 
manager  thirteen  years  ago  and  since 
that  time  has  been  the  directing  head 
of  the  railroad,  the  gas  and  the  electric 
departments  of  the  company. 

In  1922  the  company  was  succeeded  by 
the  Eastern  New  York  Utilities  Company 
and  Mr.  Hewes  remained  the  active 
head  of  the  company.  Prior  to  his  go- 
ing to  Albany,  he  was  for  five  years 
assistant  to  the  vice-president  in  charge 
of  operations  for  H.  M.  Byllesby 
&  Company,  Chicago,  operators  and 
owners  of  public  utilities.  The  prop- 
erty which  Mr.  Hewes  leaves  was 
merged  recently  with  the  newly  formed 
New  York  Power  &  Light  Corporation. 
Because  he  had  seen  an  opportunity 
to  broaden  his  field  of  activity  was  the 
reason  given  by  Mr.  Hewes  for 
his  resignation.  He  plans  to  enter  his 
new  work  when  he  returns  from  a 
month's  vacation  in  Cuba. 


W.  H.  MuNRo  has  resigned  as  man- 
ager of  the  Nova  Scotia  Tramways  & 
Power  Company,  Halifax,  Nova  Scotia. 
He  will  be  succeeded  by  J.  F.  Lumsden. 

Charles  A.  Brann  has  resigned  as 
superintendent  of  the  Eastern  Texas 
Electric  Company,  Beaumont.  Tex.  He 
will  be  located  at  Navasota,  Tex.,  in 
charge  of  properties  in  more  than  a  score 
of  communities  in  which  the  Western 
Public  Service  Company  operates. 

J.  McLucius  Snellings  was  made 
general  freight  agent  of  the  Augusta- 
Aiken  Railway  &  Electric  Corporation, 
Augusta,  Ga.,  effective  Sept.  1,  1927. 
Mr.  Snellings  became  affiliated  with  the 
corporation  as  a  conductor  on  the  City 
Division,  July.  1915,  and  on  Oct.  1, 
1916,  was  promoted  to  assistant  claim 
agent  and  chief  clerk  of  the  railway  de- 
partment. He  was  given  the  additional 
duties  of  chief  dispatcher  on  Feb.  18, 
1924.  He  was  also  secretary  of  the 
safety  organization. 


1134 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  A' 0.25 


1 


Manufactures  and  the  Markets 


=gt^^ 


Twelve  New  Cars  for 
Washington  Railway 

Twelve  new  cars,  at  an  estimated  cost 
of  more  than  $174,600,  have  been  ordered 
by  the  Washington  Railway  &  Electric 
Company,  Washington,  D.  C,  from  the 
J.  G.  Brill  Company,  according  to  recent 
advices  from  the  company.  In  addition 
the  company  is  equipping  41  double- 
truck,  one-man  cars  with  National  Pneu- 
matic Company's  automatic  rear  exit 
doors  and  brake  interlocks.  With  this 
interlocking  equipment  brakes  cannot  be 
released  and  current  cannot  be  applied 
to  the  motors  until  the  rear  exit  door 
and  step  are  closed.  As  the  cars  go 
through  the  shop  they  are  being  painted 
royal  blue  and  cream,  with  gilt  lettering 
on  the  outside,  and  on  the  inside  the 
woodwork  is  being  painted  with  a  light 
gray  enamel  and  the  headlining  with 
white  enamel.  The  estimated  cost  of 
this  work  is  a  little  more  than  $47,000. 

The  order  for  the  new  cars  and  the 
changes  in  others  were  the  outcome  of 
an  order  issued  by  the  Public  Utilities 
Commission  of  the  District  of  Columbia 
Sept.  8,  1927,  in  which  it  was  stated 
that  "the  commission  is  of  the  opinion 
that  as  a  general  principle  one-man  cars 
not  equipped  with  automatic  treadle  rear 
e.xits  and  double  front  doors,  to  permit 
of  simultaneous  entrance  and  exit,  do 
not  and  cannot  give  satisfactory  service 
for  the  city  of  Washington,  D.  C." 

In  accordance  with  this  opinion  the 
company  agreed  to  equip  the  41  one-man 
cars  with  automatic  treadle  rear  exits 
and  double  front  doors.  At  the  same 
time  it  also  agreed  to  retire  from  service 
twelve  of  the  oldest  type  of  one-man 
cars  not  capable  of  being  so  equipped 
and  to  replace  them  with  an  equal  num- 
ber of  new  cars  of  the  type  now  in  use 
on  Wisconsin  Avenue. 


Let-Up  in  Demand  Affects 
Metal  Prices 

Copper  and  zinc  have  been  extremely 
quiet  in  the  week  ended  Dec.  14.  There 
has  been  some  activity  in  lead,  but  the 
total  volume  of  business  has  declined. 
Tin  has  been  in  fair  demand. 

The  week  ended  Dec.  14  has  been  one 
of  the  quietest  of  the  year  so  far  as  cop- 
per is  concerned.  Most  of  the  larger 
producers  have  held  throughout  the 
week  at  14^  cents  delivered  in  the  East 
and  14i  cents  in  the  Middle  West.  Cop- 
per appeared  on  the  market  as  early  as 
Saturday,  however,  at  14  cents  deliv- 
ered in  the  East.  Foreign  demand  has 
been  quiet,  with  the  export  association's 
price  unchanged  at  14.50  cents,  c.i.f. 

Zinc  prices  have  gradually  weakened 
from  the  level  of  a  week  ago,  the  net 
decline  for  the  week  being  about  ^  cent. 
Sales  have  been  very  small.  On  Dec. 
13  and  14  the  market  was  5.70  cents, 
St.  Louis,  for  December  and  5.725  cents 
for  January  and  February,  though  sev- 


eral producers  refused  to  quote  at  these 
levels. 

Lead  buying  has  been  in  considerably 
smaller  volume  than  during  the  preced- 
ing week,  but  aside  from  some  slight 
tendency  in  the  Middle  West  to  shade 
prices  in  order  to  attract  buyers,  quota- 
tions are  unchanged.  The  lead  avail- 
able at  6.325  cents  or  even  6.30  cents  in 
the  St.  Louis  market  is  for  the  most  part 
for  December  delivery,  the  January  po- 
sition being  the  firmer  of  the  two. 

Consumers  have  been  buying  tin  in 
the  domestic  market  more  actively  than 
for  several  weeks,  and  the  price  has 
ruled  close  to  58.625  cents  for  prompt 
Straits,  with  little  or  no  difference  for 
forward  positions. 


Railway  Traffic  Accommodated 
Over  Akron  Viaduct 

The  new  Exchange  Street  viaduct  in 
Akron,  Ohio,  costing  approximately 
$2,000,000,  has  been  opened  for  railway 
traflSc.  The  viaduct  will  not  be  ready 
for  general  use  by  the  public  until  early 
next  year.  It  spans  all  of  the  trunk 
line  railroads  entering  the  city  and  is 
adjacent  to  the  site  of  the  new  Union 
Station,  which  is  to  be  started  in  1928 
and  built  at  a  cost  of  approximately 
$4,000,000.  The  companies  construct- 
ing the  viaduct  are  the  Northern 
Ohio  Power  &  Light  Company,  Balti- 
more &  Ohio  Railroad,  Erie  Railroad 
and  Pennsylvania  Railroad.     The  city 


also  pays  its  proportion.  This  viaduct, 
it  is  reported,  is  the  first  step  in  the 
complete  grade  elimination  program  in 

the  city. 

♦ 

Queens  Subway  Contract 
Awarded 

The  first  contract  in  the  Borough  of 
Queens  for  the  construction  of  part  of 
New  York  City's  new  subway  system 
was  awarded  on  Dec.  13  by  the  Board 
of  Transportation  to  the  Atwell-Custon- 
Morris  Company  at  the  bid  price  of 
$5,198,283,  the  lowest  of  twenty  bids 
received.  The  contract  is  for  a  sec- 
tion 1  mile  long.  Its  construction  will 
serve  to  connect  the  Queens  Boulevard- 
Jamaica  subway  and  the  Brooklyn  cross- 
town  subway,  still  to  be  built,  with 
the  53d  Street  tunnel  line  from  Man- 
hattan. Completion  of  the  section  is 
stipulated  within  three  years  from  the 
date  of  delivery  of  the  contract.  This 
is  the  33d  major  contract  of  the  new- 
subway  system  to  be  awarded  and 
brings  the  total  awards  to  $171,595,561. 

The  board  will  receive  bids  for  the 
construction  of  two  more  sections  of  the 
Brooklyn  crosstown  subway  this  month. 
On  Dec.  30  it  will  receive  bids  for  the 
section  in  Manhattan  Avenue  from  Nas- 
sau Avenue  to  Green  Street,  and  on 
Dec.  31  for  the  section  in  Greenpoint  to 
Arch  Street,  Long  Island  City. 
» 

Carhouse  of  Ohio  Road  Burned 

Fire  of  undetermined  origin  destroyed 
the  carhouse  of  the  Columbus,  Delaware 
&  Marion  Electric  Company  at  Strat- 
ford, 3  miles  south  of  Delaware,  Ohio, 
on  Dec.  15,  the  loss  being  estimated  at 
several  hundred  thousand  dollars. 


ELECTRIC  RAILWAY  MATERIAL  PRICES— DEC.  13,  1927 


Metals — New  York 

Copper,  electrolytic,  cents  per  lb 13.850 

Lead,  cents  per  lb 6.50 

Nickel,  cents  per  lb ''"Se 

Zinc,  cents  per  lb 6 .  0625 

Tin,  Straits,  cents  per  lb 58.625 

Aluminum,  98  or  99  per  cent,  cents  per  lb. .  25.00 
Babbitt  metal,  warehouse,  cents  per  lb.: 

Commercial  grade 6 1 .  00 

General  service 3 1 .  50 

Bituminoiu  Coal 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads $4,075 

Somerset  mine  run,  Boston 1 .  90 

Pittsburgh  mine  run.  Pittsburgh 1 .  825 

Franklin,  III.,  screenings,  Chicago 1 .  60 

Central,  lU.,  screenings,  Chicago 1 .  50 

Kansas  screenings,  Kansas  City 2. 175 

Track   Materials — Pittsburgh 

Standard  steel  rails,  gross  ton $43. 00 

Railroad  spikes,  drive,  A  in.  and  larger, 

cents  per  lb 2.80 

Tie  plates  (flat  tjrpe) ,  cents  per  lb 2.25 

Angle  bars,  cents  per  lb 2.75 

Rail  bolts  and  nut«,  cents  per  lb 3 .  90 

Steel  bars,  cents  per  lb 1 .  80 

Ties,  white  oak,  Chicago,  6in.x8in.x8rt —  $1.45 

Hardware — Pittsburgh 

Wire  nails,  base  per  keg 2 .  50 

Sheetiron(24gage>,centsperlb 2.75 

Sheet  iron,  galvaniied  (24  gage) ,  cents  per  lb.  3 .  60 

Galvanized  barbed  wire,  cents  per  lb 3 .  20 

Galvanized  wire,  ordinary,  cents  per  lb 2.40 

Waste — New  York 

Waste,  wool,  cents  per  lb 1 6-20 

Waste,  cotton  (100  lb.  bale),  cenU  per  lb.: 

White 16-19.50 

Colored "-I6  I 


Paints,  Putty  and  Glass — New  York 

Lin8eed*oir(5bbl.  lots),  cents  per  lb 10.6 

White  lead  in  oil  ( 1 00  lb.  keg) ,  oenta  per  lb.     13. 25 

Turpentine  (bbl.  lots) ,  per  gal $0. 59 

Putty,  1 00  lb.  tins,  cents  per  lb 5. 25-5. 50 


Wire — New  Yoric 

Copper  wire,  cents  per  lb 15. 125 

Rubber-covered  wire,  No.  1 4,  per  1 ,000  ft . .  5 .  50 

Weatherproof  wire  base,  cents  per  lb 1 5 .  75 


Paving  Materials 

Paving  stone,  granite,  5  in. 

New  York— Grade  I ,  per  thousand $  1 50 

Wood  block  paving  3i,- 16  lb.  treatment, 

N.  Y.,  persq.yd $2. 70 

Paving  brick  3ix8)x4,  N.  Y.,  per  1,000  in 

carload  lots 5 1 .  00 

Paving  brick  3x8ix4,  N.  Y.,  per  1,000  in 

carloadlots 45. 00 

Crushed  stone,  {-in.,  carload  lots,  N.  Y., 

percu.yd 1.  85 

Cement,   Chicago  consumers*  net  prices, 

without  bags 2.05 

Gravel,  l-ia.,  cu.yd.,  f.o.b.  N.  Y 1 .  75 

Sand,  cu.yd.,  f.o.b.  N.  Y 1 .  00 


Old  Metals — New  York  and  Chicago 

Heavy  copper,  cents  per  lb 11.375 

Light  copper,  cents  per  lb 9.875 

Heavy  yellow  brass,  cents  per  lb 7.  375 

Zinc,  old  scrap,  cents  per  lb 3.625 

Lead,  cents  per  lb.  (heavy) 5 .  375 

Steel  car  axles,  Chicago,  net  ton $  1 5 .  75 

Cast  iron  car  wheels,  Chicago,  gross  ton ....  1375 

Rails  (short), Chicago,  gross  ton 14.  75 

Rails  (relaying),  Chicago,  gross  ton  (65  lb. 

and  hea\*ier) 28.  50 

Machine  turnings.  Clhicago,  gross  ton 7.75 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1135 


First  Home'Built  Car  Exhibited  by  St.  Louis  Railway 


Side  elevation  of  the  50  St.  Louis  units.     They  are  of  the  front-entrance,  side-exit  type 
and  are  adaptable  to  one-man  operation 


feminine  passengers ;  elimination  of 
screen  behind  the  motorman's  stool  to 
increase  vision  and  ventilation ;  readily 
adjustable  window  sashes  of  metal  and 
better  door  signal  lights  for  the  motor- 
man.  The  seat  upholstery  is  of  cane. 
The  orange  coloring  so  familiar  to 
street  car  riders  of  St.  Louis,  but  of  a 
shade  darker  than  now  in  use,  has  been 


chosen  for  the  lower  portions  of  the 
units,  while  the  upper  sections  are  fin- 
ished in  a  rich  cream  color.  The  inside 
painting  will  consist  of  cream  ceilings 
that  reflect  the  light  and  contrasts  effec- 
tively with  the  interior  cherry  trim. 

Following  are  specifications  released 
by  R.  J.  Lockwood,  assistant  manager 
of  the  company: 


Rear  view  of  interior  of  the  50  new  units 
which  are  now  being  turned  out  from  a 
shop  of  the  Public  Service  Company  of 
St.  Louis 


CAR  No.  1301,  the  first  of  50  new- 
units  now  being  built  by  the  St. 
Louis  Public  Service  Company  of  St. 
Louis,  Mo.,  at  a  cost  of  $10,500  each, 
was  placed  on  public  exhibition  at 
Twelfth  Boulevard  and  Olive  Street  re- 
cently. The  units  are  to  be  of  the  front- 
entrance  side-exit  type  which  originated 
with  car  No.  700. 

Among  other  things  the  specifications 
call  for  a  slight  incline  to  the  floor  from 
the  front  entrance  to  the  conductor's 
stand ;  narrower  grooves  in  the  flooring 
to   obviate  the   danger   to   high   heeled 


SPECIFICATIONS   OF  ST. 

-.Vame  of  railway St-  Louis^Publ'c  Service  Co. 

iCity  and  state St.  Louis,  Mo, 

INumber  of  units 50 

Type  of  unit.  . .  One-man,  two-man,  motor,  passenger, 
city,  single-end,  double-truck 

Number  of  seats 60 

Builder  of  car  body United  Rwys.  of  St.  Louis 

City  and  state St.  Louis,  Mo. 

Delivery 15  per  month 

Weights: 

Car  body 20,986  lb. 

Trucks I0,4H  lb. 

Equipment 8,000  lb. 

Total 39,400  lb. 

Bolster  centers 24  ft.  6  in. 

Length  over  all 50  ft.  8  in. 

Truck  wheelbase 5  ft.  4  in. 

Width  over  all 8  ft.  Ill  in. 

Height,  rail  to  trolley  base 1 1  ft.  1 1  in. 

Window  post  spacing .". 30  in. 

Body Semi-steel 

Roof Arch 

Air  brakes..  .Westinghouae  variable  load  straight  air 

Armature  bearings Plain 

Axles 31 1  7  M.C.B.  journal 

Car  signal  system Faraday 

Compressors Westinghouse  D.H-16 

Conduit Metal 

Control K-75 

Curtain  fixtures Curtain  Supply  Co. 

Curtain  material Wyndasote 


LOUIS'   HOME-BUILT  CAR 

Destination  signs Hunter 

Door  mechanism National  Pneumatic  Co. 

Doors Folding  front,  sliding  center 

Energy-saving  device Economy 

Fare  boxes Johnson 

Gears  and  pinions Westinghouse  spur 

Glass D.S.B. 

Hand  brakes Peacock 

Hand  straps Central  Equipment  Co. 

Heaters Peter  Smith  hot  air 

Headlights Imperial  incandescent,  Crouse-Hinda 

Headlining Agasote,  Pantasote  Co. 

Interior  trim Cherry 

Journal  bearings Plain,  31  in.  i  7  in. 

Journal  boxes A.E.R.A.  type  with  thrust  plate 

Lamp  fixtures General  Electric 

Motors Westinghouse  No.  5 1 0-E,  inside  hung 

Painting  scheme.  .Orange,  chrome  and  cream  enamel 

Registers Security 

Roof  material Treated  canvas 

Sash  fixtures O.  M.  Edwards  Co. 

Seats St.  Louis  Car  Co. 

Seat  spacing ??  '°- 

Seating  material Cane 

Steps Stationary 

Step  treads Feralun 

Trolley  catchers Ohio  Brass 

Trolley  base Nuttall  U.  S.  No.  20-A 

Trolley  wheels Railway 

Trucks Commonwealth  Steel  Co. 

Ventilators Globe 

Wheels,  type Chilled  iron,  26  in.  diameter 

Wheelguards  or  fenders Company  make 


i,t< ,i--x - 50'-0g  Length  over  V' x 2"enc/  belf  rail -. 

^1  i7ii"1  ^■-'VindoHguaml  rex/  section >k Window  guard  roc/  section  --^ >k— -  Windcw  guard  rod  section -->i    .^„^u„ 

^Sl       -e-3<-l»       II  r=— - 1 --V-- J6 Spaces^ 30"-- r - ^- ^i    fiOndimt 


General  dimensions  and  seating  plan  of  50  units  for  Public  Service  Company  of  St.  Louis 


1136 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.25 


Receiver  Named  for  the  Galena- 
Signal  Oil  of  Texas 

On  the  application  of  the  Galena- 
Signal  Oil  Company,  Franklin,  Pa., 
Judge  Monteith  in  the  61st  District 
Court  appointed  McDonald  Meachum 
of  Houston,  Tex.,  receiver  Dec.  8  of  the 
Galena-Signal  Oil  Company  of  Te.xas. 
whose  refinery  and  principal  properties 
are  in  Houston.  The  Houston  company 
is  a  subsidiary  of  the  Pennsylvania 
company.  The  Fidelity  Trust  Com- 
pany, Houston,  is  made  a  party  to  the 
suit  because  it  is  the  trustee  for  the 
bondholders.  M.  J.  A.  Bertin,  president 
of  the  Pennsylvania  company,  said  the 
action  had  been  rendered  necessary  by 
the  depressed  state  of  the  oil  business 
throughout  the  country.  He  stated  that 
"although  the  Galena-Signal  Oil  Com- 
pany of  Pennsylvania,  through  owner- 
ship of  capital  stock  of  the  Galena- 
Signal  Oil  Company  of  Texas,  has  a 
considerable  investment  in  the  latter 
company,  the  operations  of  the  two 
companies  has  been  along  distinctly 
different  lines  and  the  receivership  in 
no  way  affects  the  operating  program 
of  the  Pennsylvania  company,  which 
will  continue,  as  in  the  past,  along  lines 
of  specialization  in  the  field  of  railway 
transportation  and  mechanical  lubrica- 
tion." 


Twenty  Rapid  Transit  Cars 
for  Hudson  8C  Manhattan 

Specifications  have  been  released  for 
the  twenty  rapid  transit  motor  cars 
ordered  on  Nov.  17  by  the  Hudson  & 
Manhattan  Railroad.  New  York,  from 
the  American  Car  &  Foundry  Company. 
New  York,  and  which  were  mentioned 
in  the  issue  of  the  Jol'rn.\l  for  Dec.  3. 
The  cars  will  have  an  over-all  length  of 
51  ft.,  total  weight  of  74,000  lb.,  a  seat- 
ing capacity  for  44  passengers,  and  will 
be  of  all-steel  construction.  The  ex- 
terior color  of  the  cars  will  be  Pullman 
green.  Specifications  released  by  T.  G. 
Anthony,  assistant  to  president  Hudson 
&  Manhattan  Railroad,  follow : 

Name  of  railway.  .  .  .Hudson  &  Manhattan  Railroad 

City  and  State New  York,  N.  Y. 

Number  of  units 20 

Type  of  ear  ....  Mtlltiple  unit,  motor,  passenger, 
interurban,  double-end,  double-truck 

Number  of  seats 44 

Builder  of  car  body .  . .  American  Car  &  Foundry  Co., 

New  York  City 

Date  of  order Nov.    17,    1927 

Weights: 

Car  body 33, 100  lb. 

Trucka 24,340  lb. 

Equipment 14,550  lb. 

Total 74,000  lb. 

Bolster  centers 33  ft.    0  in. 

Length  over  all 51  ft.    0  in. 

Truck  wheelbase 6  ft.     6  in. 

Width  over  all 8  ft.  1 1  in. 

Height,  rail  to  trolley  base 11  ft.    9  in. 

Body All    steel 

Roof Monitor 

Doors Center    and    end 

Air  bra  ;es Westinghouse 

Armature  bearings Plain 

Axles Heat    treated 

Car  signal  system National  Pneumatic 

Compress.irs Westinghouse 

Conduit. Metal 

Control General  Electric  PC 

Couplers Van  Dorn 

Destination    signs Hunter 

Door  mechanism Pneumatic 

Doors Sliding 

Finish Semi-enamel 

Floor  covering Magnesite 

Qean  and  pinions Heat  treated 

GlMs Plate 

Hand  brakes Adams- Westtake 


Headlining Steel 

Interior  trim Steel 

Journal  bearings Plain 

Journal  boxes Symington 

Lamp     fixtures Special 

Motors Two   General    Electric,    No.    259A, 

inside  hung 

Painting  scheme Pullman  green 

Roof  type Monitor 

Roof  material Steel 

Sash  fixtures Brass 

Seating  material Rattan 

Slack  adjusters Westinghouse 

Trucks A.  C.  &  F. 

Ventilators Perry 

Wheels,  type. .  .Steel  tired.  30-  and  33-in.  diameter 


ROLLING  STOCK 

Cleveland  Southwestern  Railway 
&  Light  Company,  Cleveland.  Ohio, 
has  announced  the  purchase  of  four  new 
buses  in  furtherance  of  its  plan  to  co- 
ordinate railway  and  bus  service.  These 
buses,  of  the  latest  type  and  design,  con- 
sist of  White  motors  and  chassis  with 
Bender  bodies.  They  are  of  battleship 
gray  with  nickel-trimmed  rear  and 
spacious  observation  platforms.  In  addi- 
tion each  seat  has  individual  lighting. 
Each  bus  is  equipped  with  non-shatter- 
able  glass. 

Boston  Elevated  Railway,  Boston. 
Mass..  has  recently  ordered  a  White  six- 
cylinder  bus.  Model  54. 

Alabama  Power  Company,  Bir- 
mingham, .\la.,  reported  recently  that  it 
was  buying  two  center-entrance  type 
cars  from  the  South  Carolina  Power 
Company,  Charleston,  S.  C,  for  the 
Gadsen  .street  railway  system.  The 
plan  was  to  remodel  the  bodies  in  order 
to  provide  front  entrances  and  to  equip 
the  center  doors  with  treadle  devices  so 
they  could  be  used  as  exits.  These 
double-truck  cars  are  modern  in  every 
way  and  are  to  replace  obsolete  equip- 
ment in  operation  in  Gadsen. 

Col'xty  Transportatio.v  Company, 
bus  operating  subsidiary  of  the  New 
■^'ork,  Westchester  &  Boston  Railway, 
has  accepted  delivery  on  eighteen  29- 
passenger  Mack  city  type  buses.  AB 
model,  four-cylinder,  22S-in.  wheelbase. 
This  deliverv  brings  the  total  fleet  to 
50  Macks. 

TRACK  AND  LINE 

Tllsa  Street  Railway,  Tulsa, 
Okla.,  has  started  a  $75,000  improve- 
ment program.  Removal  of  all  joints 
in  the  tracks  through  a  process  of 
thermit  welding  is  planned.  Twelve 
miles  of  track  will  be  relaid  and  6  miles 
will  undergo  minor  improvements.  All 
trackwork  is  being  done  between  mid- 
night and  6  a.m.,  while  tracks  are  free 
from  use. 


SHOPS  AND  BUILDINGS 

Wisconsin  Power  &  Light  Com- 
PANV,  Madi,son.  Wis.,  is  reported,  as 
proposing  a  union  bus  terminal  for  Mad- 
ison. The  company  has  purchased  prop- 
erty, at  a  cost  of  about  $150,000.  in  the 
heart  of  the  downtown  business  district, 
recent  advices  state,  on  which  it  proposes 
to  erect  early  next  year  a  ten-story  office 


building  with  an  adjoining  two-story 
bus  terminal.  Tentative  plans  for  both 
structures  have  been  drawn  by  archi- 
tects. 

Philadelphia  R.\pid  Transit  Com- 
pany. Philadelphia,  Pa.,  in  submitting 
its  financial  program  for  1928  to  the 
Council,  has  included  liberal  allowances 
for  expenditures  to  various  departments. 
On  general  shop  enlargement  and  in- 
creasing maintenance  facilities,  the  com- 
munication stated  the  sum  of  $2,000,000 
is  to  be  spent.  These  improvements  will 
affect  electric  substation  equipment.  In 
addition,  $175,000  is  to  be  expended  on 
the  substation  at  Third  Street  and 
Wyoming  Avenue,  $450,000  on  the  sub- 
station at  33d  and  Market  Streets  and 
$66,000  on  additional  rotary-Letterley 
substations. 

ADVERTISING  LITERATURE 

Ohio  Brass  Company,  Mansfield. 
Ohio,  has  recently  published  a  booklet 
entitled  "Lead  Tip  Steel  Pins  for  Insu- 
lators." The  booklet  contains  sixteen 
pages  in  colors  with  an  artistic  cover. 
It  treats  of  the  importance  of  the  pin  to 
tlw  insulator,  placing  particular  em- 
phasis on  the  necessity  for  proper  pin 
selection  to  provide  the  most  efficient 
insulator  .service.  O-B  pins,  according 
to  the  publication,  are  all  knurled  and 
hot  dipped  galvanized  before  the  lead 
is  specially  applied  to  insure  a  perma- 
nent bond  so  that  the  lead  does  not  come 
loose  on  the  pin.  The  booklet  also  de- 
scribes and  lists  other  O-B  products  and 
may  be  had  upon  request. 

Economy  Electric  Devices  Com- 
PA.\Y.  Chicago.  111.,  is  distributing  a 
reprint  of  a  double-page  advertisement 
of  its  electric  railway  and  gasoline  ve- 
hicle meters  which  appeared  in  the 
Electric  Railway  Journal  of  Oct.  8. 

Condit  Electrical  Manufacturing 
Corporation,  Boston,  Mass,,  has  issued 
a  mailing  folder  de.scriptive  of  its 
switchboards,  in  which  it  emphasizes 
the  careful  testing  they  undergo  and 
that  "they  must  be  correct  to  the  last 
detail. 

Westinghouse  Electric  &  Manu- 
facturing Company.  East  Pittsburgh, 
Pa.,  has  issued  circular  1793  in  booklet 
form  devoted  to  a  discussion  of  the 
application  of  automatic  switching  to 
railway  use.  The  circular  is  entitled 
.Automatic  Railway  Substations.  It  is 
illustrated  and  is  divided  into  six  sec- 
tions. They  advise  that  the  circular 
may  be  obtained  at  any  of  the  district 
offices  of  the  Westinghouse  company 
or  at  the  advertising  division  at  East 
Pittsburgh,  Pa. 

Alexander  Milburn  Company.  Bal- 
timore. Md..  is  mailing  looseleaf  bulletins 
B-200  C  and  B-200  D.  illustrating  and 
describing  its  acetylene  generators  and 
its  die  burners  and  preheaters. 

General  Electric  Company.  Sche- 
nectady. N.  Y..  has  issued  an  attractive 
folder,  GEK-37,  describing  its  gas-elec- 
tric drive  for  buses. 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


23 


125  more  for  Detroit 


Delivery  of  Detroit  Cars  Will 
Begin  in  October 

Delivery  of  the  125  Peter  Witt  type  cars 
ordered  on  July  30  by  the  Department  of 
Street  Railways  of  the  City  of  Detroit  from 
the  Cummings  Car  &  Coach  Company, 
Chicago,  will  begin  in  October.  Following 
the  first  delivery  eight  cars  will  be  com- 
pleted each  week.  Payment  for  the  cars,  as 
outlined  in  the  July  23  issue  of  Electric 
Railway  Journal,  is  being  made  by  an 
initial  installment  of  $250,000  and  $18,000 
per  month  over-  a  ten-year  period  from 
Aug.  1,  1927,  to  July  1,  1937,  inclusive. 
The  units  are  of  the  single-end  type  and 
are  designed  for  two-man  operation. 
Specifications  for  the  units  follow: 


Number  of  cars  ordered 125 

Type  of  unit Peter  Witt  two-man.   motor. 

passenger,  city,  single  end,  double  truck 

Seating'  capacity    52 

Builder  of  car  body Cummings  Car  &  Coach 

Company.  Chicago 

Weight,  total 36.000  lb. 

Bolster    centers,    length 23  ft.  9  in. 

Length  over  all 48  ft.  5  in. 

Truck   wheelbase    5'  ft.  6  in. 

Width  over  all 8  ft.  4  in. 

Window   post   spacing 29  U  in. 

Body     Steel 

Roof Arch 

Doors     Peter  Witt 

Ai'i*  brakes    Westighouse  DH-16 

Armature  bearings Plain 

Car  eis-nal   system Faraday 

Compressors DH-16 

Conduit      Flexible 

Control     K-35  HH 

Curtain    fixtures Curtain  Supply  Company 

Curtain  material Pantasote 

Destination  signs Hunter 

Door  mechanism National  Pneumatic 

Doors     Front  folding,  center  slide 

Energy-saving   device    Cleveland 

Fare  boxes Cleveland 

Finish    LacQuer 

Floor  covering    Wood 

Gears  and  pinions Grade  M.   &  B.  P. 

Glass     D.  S.  A. 

Hand  brakes Peacock 

Hand  straps    Rico  No.  7 

Heaters      Gold 

Headlights      Golden  Rod 

Headlining     Three-Star  Agasote 

Interior    trim     Cherry 

Journal    bearings    Plain 

Journal    boxes    Symington 

Lamp    fixtures .  Electric  Service  Supplies  Company 

Motors.  .  .Four  General  Electric  265,  four  Weet- 

inghouse  510.  inside  hung 

Roof    material    Wood 

Sash  fixtures Edwards 

Seats     Rattan 

Seat     spacing      29  ^4  in. 

Seating  materia! Rattan 

Steps   Stationary 

Step    treads    Kass 

Trolley    Ohio  Brass 

Trolley  base Ohio  Brass 

Trolley    wheels .  .  Detroit  Street  Railway,  standard 

Trucks      Standard 

Ventilatorg .  .Railway  Utility  Company 

Wheels     26-in..  steel 

Wheelguards    H.  B. 

{Electric  Railivay  Journal) 


equipped  with 

"Peacock" 

Reff.    U.  S.  Pal.  Off. 

Staffless  Brakes! 


America's  largest  munici- 
pally owned  and  operated 
electric  railway  has  re- 
peated again  on 

"Peacock'' 
Staffless  Brakes* 

One  hundred  and  twenty- 
five  new  Peter  Witt  type 
cars,  built  by  the  Cum- 
mings Car  &  Coach  Com- 
pany, thus  equipped  have 
just  been  placed  in  service 
on  its  lines. 

May  we  tell  you  why  prac- 
tically all  the  purchasers 
of  modern  cars,  in  every 
type  of  service,  specify 
"Peacock"  Staffless 
Brakes? 

National 
Brake  Company,  Inc. 

890  Ellicott  Square,  Buffalo,  N.  Y. 

Canadian  Representative 
Lyman  Tube  8C  Supply  Co.,  Ltd.,  Montreal,  Can. 


The 
Peacock 
Staffless 


24 


ELECTRIC  RAILWAY  JOURNAI 


December  17, 1927 


^ 


e PROPER  COACH 


for  Every 


CAPITAL  TRACTION 
CO. 

Washington,  D. 


TULSA  STREET 
RAILWAY  CO. 

Tulsa,  Oklahoma 


MILWAUKEE  ELECTRIC 
RY.  and  LIGHT  CO. 

Milwaukee,  Wis.       '^^^^^^^m 


ILADELPHIA  RAPID 
TRANSIT 

Philadelphia,  Pa. 


mum. 


itiSi^ 


December  17, 1927 


ELECTRIC  RAILWAY  JOURNAL 


25 


Traffic  Problem 


C3 


ITHIN  the  Yellow  Coach  family  there 
is  the  proper  type  of  vehicle,  designed 


specifically  to  meet  an  existing  need — 

The  proper  body  type. 

The  proper  passenger  capacity. 

The  proper  drive. 

Present  users  of  Yellow  Coaches  are  familiar 
with  this  wide  range  of  selection.  By  mak- 
ing use  of  it  wisely  they  have  built  up  opera- 
tions that  are  successful  and  profitable.  Their 
experience,  together  with  our  own  vast 
transportation  experience,  is  available  to  you 
in  the  form  of  valuable  operating  data  studies. 

It  is  through  the  completeness  of  Yellow 
Coach  service  that  you  are  particularly  bene- 
fited. 

YELLOW  TRUCK  8C  COACH  MANUFACTURING  CO. 

SUBSIDIARY  GENERAL  MOTORS  CORPORATION 
5801  WEST  DICKENS  AVENUE,  CHICAGO,  ILL. 


YELLOW  COACH 


o?  General  Mof^orj  Ptoducl 


26 


ELECTRIC  RAILWAY  JOURNAL 


December  17,  1927 


Eeonomy  and  ComSort 
in  Kelly  Bus  Balloons 

TWO  essentials  to  the  profit' 
able  and  efficient  operation  of 
a  fleet  of  busses  are  economy  of 
operation  and  passenger  comfort. 
The  long  mileage  built  into  Kelly 
Springfield  Bus  Balloons  reduces 
operating  costs  to  a  minimum  and 
the  great  flexibility  and  ease  of 
riding  insures  the  maximum  of 
comfort  for  passengers. 


KELLY-SPRINGFIELD  TIRE  CO. 

General  Motors  Bldg.         New  York,  N.  Y. 


KELLY^'iTrrBALLOONS 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


26a 


sBammBSEBBSBm^SBBBam 


You^re  Running 
on  Schedule 


— and  here's  a  battery  trade-mark 
with  a  reputation  for  helping  to 
keep  wheels  turning,  and  for 
doing  its  part  to  maintain  bus 
schedules  with  railroad  punc- 
tuality. You'll  find  this  mark 
of  quality  only  on  the  Willard 
Threaded'Rubher  Battery. 

WILLARD  STORAGE  BATTERY  CO. 

CLEVELAND,  OHIO 


Iebs 


tmBBmBBmsmmBssBOBBm 


26b  ELECTRIC  RAILWAY  JOURNAL  December  17, 1927 

Faster  schedules, 
longer  runs  forced 
the  need  for  a  tire 
that  was  specially 
built  to  cariy  the  load 
and  stand  up  under 
express  speed.  General's 
Heavy  Express  Speddl 
is  that  tire. 


i 


GEMERAL 


TTIMK 


— goes  a  long  way  to  make  friends 
BUILT      IN      AKRON,      OHIO.      BY      GENERAL     TIRE      AND      RUBBER      CO. 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


27 


qAs  for  Service 

to  attend  your  coaches, 
there  are  154  Har- 
vester-owned branches 
all  over  the  United 
States  and  Canada. 
In  addition,  Interna- 
tional Trucks  and 
Coaches  have  ade- 
quate representation 
in  foreign  countries 
throughout  the  world. 


The  International  line 
also  includes  Speed 
Trucks  and  Heavy-Duty 
Trucks,  and  McCormick- 
Deering  Industrial 
Tractors 


International 

— the  Coach  Ideal 

for  Owner  —  Rider — Driver 

Everybody  recognizes  the  vigorous  need  that  has  developed  for  a  coach  of 
medium  capacity,  of  tested  performance,  providing  the  maximum  in  comfort, 
safety,  and  attractiveness,  moderate  in  price,  and  serviced  "around the  corner." 

International  Harvester  provides  such  a  coach  in  the  popular  Model  15.  This 
6-cylinder  International  finds  and  keeps  a  host  of  friends  wherever  its  route  runs. 
It  answers  many  calls,  establishing  profitable  routes  of  shuttle-like  frequency, 
serving  railway  stations  and  hotels,  serving  as  feeder  to  car  lines,  as  peak-load 
auxiliary  to  organized  routes,  serving  the  suburb,  country  club,  and  subdivision, 
taking  the  rising  generation  to  the  schools — or  what  have  you?  It  is  a  money- 
maker and  community  builder  in  one. 

■  The  International  Model  15  was  especially  designed  and  fully  perfected  for 
this  inevitable  market.  It  fits  the  natural  coach  needs  of  every  community.  It  is 
bound  to  appeal  to  any  man  interested  in  passenger  transportation.  Furnished 
in  three  styles,  the  street-car  type  (shown  above),  the  Club  Coach,  and  the 
Sedan  Coach.  Equipped  to  carry  15  to  17  passengers  —  the  ideal  capacity. 
Write  for  the  Model  15  Coach  Catalog. 

International  Harvester  Company 


c/te  o      ««■  !_•  *  of  America 

606  So.  Michigan  Ave.     a„„^„^j) 


Chicago,  111. 


INTERNAnONAL 


SIX 
CYLINDER 


\_^ 


) 
A 


SIX 
CYLINDER 


^®1B 


it&^ 


28 


ELECTRIC  RAILWAY  JOURNAL 


December  17,  1927 


s 


specify 

Leece-N eville  Patented 

voltage  regulation  on 

your  next  order  for 

motor  coaches 


^ 


M- 


a 


To  Look 

At  the  Battery 

Maintenance  Sheet 


IF  you  don't  use  Leece-Neville 
Voltage  Regulation  on  your 
motor  coaches  you've  overlooked  one 
of  the  joys  of  bus  operation. 

Down,  down,  down  go  battery  costs 
to  a  point  where  it's  a  real  pleasure  to 
look  at  battery  maintenance  sheets. 

Leece-Neville  protected  batteries  are 
always  correctly  charged.  They  can't 
overcharge.  The  battery  is  always 
full  of  vim  and  vigor,  ready  to  go. 
Lights  are  as  steady  as  in  your  own 
home. 

That's  the  reason  for  the  tremendous 
popularity  of  Leece-Neville  Patented 
Voltage  Regulators  among  those  who 
use  them.  It's  the  reason  they  are 
standard  on  most  of  the  better  motor 
coaches. 

The  LEECE-NEVILLE  CO. 

5353  Hamilton  Ave. 
Cleveland,  Ohio 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


29 


cjke  20  *i^  Century 

Doesivl  I^jwv 
to  ^X^uke^arv 

If  you  live  in  the  pleasant  city  of  Waukegan,  111. — 40  miles  north  of  Chicago — and 

want  to  go  to  New  York,  you  take  some  conveyance  to  Chicago.  There  you  may 

board  the  20th  Century  Ltd. 

The  Century  doesn't  run  to  Waukegan,  because  it  couldn't  pick  up  enough  through 

business  to  pay. 

For  exactly  the  same  reason  it  doesn't  pay  you  to  run  big,  costly  buses  between  points 

where  you  can't  get  the  traffic. 

But,  as  the  Century  gets  Waukegan  business  through  other  transportation  service, 

so  you  can  use  small  light  buses  as  feeders  for  the  big  ones.  The  big  ones  will  thus  get 

more  business  and  profit. 

Or,  you  can  use  the  small  jobs  in  light  travel  territory — top  revenue  at  a  profit  which 
you  are  not  getting,  or  getting  at  a  loss. 

Have  you  seen  the  FITZJOHN  i2'passenger  body,  which  we  build  for  any  good 
small  chassis?  It's  a  beauty — has  every  comfort  and  appointment — sturdy — econom- 
ical to  buy  and  operate. 
If  you  haven't,  by  all  means  send  for  complete  information. 

FITZJOHN  Manufacturing  Company 

Exclusive  Bus  Body  Builders 
Muskegon,  Michigan 


30 


ELECTRIC  RAILWAY  JOURNAL 


December  17,  1927 


Sixes    are    Building 


T«     (^'  I  "  I  '  A  W7  A        TT   T  Above  are  pictured  three  of  ihe  four  Graham  Brothers  Motor  Coaches  put  into  service  by 

-*■'•■    >-/  A    X  iV  VV  xVj    JLXvl->*      the  Illinois  Potver  6^  Light  Corf>oration  to  replace  the  trolley  cars  it  formerly  operated. 


Ty-  T-TTr^T-I  P^^T^fT*     M    {~^      ^^^  f^orthCaroUnaPuhUc  service  company  replaced  Hs  trolley  cars  with  5  Qraham  Brolherj21- 
Xffl'  XXXVJXTJL  X  V-/X1^  Xy  X^  ♦  ^'^   iKissenger  street  car  f>pe  motor  coaches.  The  comiKiny  and  its  ^trons  are  ffleased  with  the  coaches. 

Graham 

MOTOR 


SOt,I>       STY"      DO  DOB      BKOTHEKS 
3>EALER.S        B  V  E  B.  YW  M  E  RE 


December  17,  1927 


ELECTRIC   RAILWAY  JOURNAL 


31 


Additional     Prestige 

Remarkahle  Day  After  Day  Performance 
of  Qraham  Brothers  Medium  Capacity 
Motor  Coaches  Pleases  Operators  — 
Speedf  Comfortf  Safety  Attract  Riders 


The  high  esteem  in  which 
Graham  Brothers  Motor 
Coaches  have  always  been  held 
by  operators  is  being  increased 
constantly  by  the  smoothness 
of  the  6'cylinder  engine  and 
the  additional  speed,  safety  and 
comfort  now  obtainable  because 
of  4'speed  transmission,  4'wheel 
brakes  (Lockheed  Hydraulic) 
and  3 'St  age  progressive  type 
springs. 


Commendation  has  come  from 
operators  everywhere  —  large 
and  small — on  the  retention  of 
the  2 1 'passenger  street  car  type 
coach. 

Only  great  volume  production 
makes  possible  a  motor  coach 
of  such  high  quality  at  so  low 
a  price. 

GRAHAM      BROTHERS 

EVANSVrilE  -   DETROIT-STOCKTON 

A     DIVISION      OF      DODGE-     BROTHERS,      Inc 
GRAHAM    BROTHERS    (CANADA)    LIMITED.   TORONTO.  ONTARIO 


$ 


4045 


$ 


4060 


$ 


4290 


12.Passenger   Parlor 
Coach  (f.  o.  b.  Detroit) 


21-Passenger  Street  Car 
Type  (f.  o.  b.  Detroit) 


16-Passenger   Parlor 
Coach  (f.  o.  b.  Detroit) 


Broth  ers 

COACH  ES 


32 


ELECTRIC  RAILWAY  JOURNAL 


December  17, 1927 


900-D 
Double  Rotating  Chair 

In  combination  plush  and  leather  with  deep  indi- 
vidual Beat  cuBhione  and  divided  back.  For  buses 
and  double-end  interurban  cars. 


900.D 
Double  Stationary  Chair 

In  combination  plush  and  leather  with  deep  indi- 
vidual seat  cushions  and  divided  back.  For  buses 
and  sing-le-end  interurban  cars. 


Chairs  for  modem  interurban  cars 


Hale  &  Kilburn  Seats  are  designed 
primarily  for  passenger  comfort  —  the 
essential  characteristic  for  selling  rides  in 
modern  interurban  service. 

Among  the  many  recent  H  &  K  900-D 
installations  on  progressive  roads  are: 

Chicago  &  Joliet — Washington,  Baltimore 
&   Annapolis — Chicago,    North   Shore   & 


Milwaukee — Texas  Electric — Cincinnati, 
Hamilton,  &  Dayton — Chicago,  South 
Shore  &  South  Bend — Rochester  &  Syra- 
cuse —  Georgia  Power  Co.  —  Chicago, 
Aurora  &  Elgin — Northern  Ohio  P.  & 
L.  Co. 

If  you  too,  have  a  new  car  program  or  a 
remodeling  program,  you  will  find  an 
H  &  K  Seat  to  meet  your  requirements. 


j4sk  for  a  consultation  with  one  of  our  representatives. 
HALE  &  KILBURN  COMPANY 

General  Offices  and  Works:   1800  Lehigh  Avenue,  Philadelphia 


SAUCS  OFFICKS: 


H«le  *  Kilbum  Co.,  Or>;bir  BldE.,  Nmr  York 
Hale  A   Kllburn   Co.,    McCormick   Bld(.,    Chieuo 
E.  A.  Thomwoll,   Cindler  Bids.,  Atlants 
Frank  F.  Bodler,  9  03   Monadnock  Btdg.,  San  Franelico 


T.   C.   Colman  A  Son,   Starhs  Bide.,  Irf>ulsTUle 
W.  L.   Jefferles,   Jr.,   Mutual  Bide..  Klchmond 
W.   D.   Jenkins,  Praetorian  Bide.,  Dallas,  Texas 
H.  M.  Euler,   14t  N.  Sixth  St.  Portland,   Orecon 


e  anrf 


■f*""",-^-*:"?^'-" 


December  17,  1927  ELECTRIC  RAILWAY  JOURNAL 

JVa  u  k  e  s  ha-e  q  u  i  p  p  e  d     Fageol     ''Safety     Coach' 


33 


A  New 
''Ship 
of  the 
Desert'' 


a-74.S-L 


99 


The  modern  ^Ship  of  the  Desert 
is  a  comfortable,  high  speed 
motor  bus,  but  it  must  have  un- 
failing camel  reliability  for  the 
long  runs  between  oases.  These 
Fageol  "Safety  Coaches''  have 
proved  the  unfailing  reliability, 
long  life  and  economical  opera- 
tion of  Waukesha  "Ricardo 
Head"  six  cylinder  bus  engines. 


Waukesha  lix-cylinder  bus  and  truck  engines  are 
now  built  in  three  models,  ranging  from  50  to  125  H. 
P.  The  two  smaller  ones  constitute  the  power  plant  for 
the  "Twin  Coach,"  the  medium  size  is  especially 
economical  in  16  to  21  passenger  buses  and  the  125  H. 
P.  ideal  for  the  largest  DeLuxe  types,  either  mechanical 
or  gas-electric  driven.  Let  us  assist  you  in  selecting  the 
best  size  of  engine  for  your  bus  or  truck. 


A-79J.L 


AVTOMOTIVE     EQUIPMENT      D  I  V      S  I  O  N 

WAUKESHA        MOTOR        COMPANY 

Waukesha  Wisconsin 

Eastern     Sales     Offices  Eight     fV.     iOth     Street  New     York     City 


Exclusive   Builders   of  Heavy   Duty   Automotive    Type    Engines    Over     Twenty     Years 


34 


ELECTRIC   RAILWAY   JOURNAL 


December  17,  1927 


The  Hyatt  Roller  Bearing  journal 
box  for  street  railway  service  — 
sectioned    to    show    construction. 


Hyatt  Roller  Bearings  meet  every 
A.  E.  R.  A.  requirement  for  stand- 
ard   equipment    or    replacement. 


True  Anti- Friction  Bearings 
for  railway  car  journals 


Hyatt  Roller  Bearings 
take  the  jolt  out  of  rail- 
roading. 

They  promote  smooth 
and  rapid  acceleration— 
coasting  instead  of  pull- 
ing. Their  motion  is 
frictionless. 

Rain,  snow  and  dust 
cannot  interfere  with 
their  easy  operation. 

Hyatts  consume  but  a 
fractional  part  of  the  oil 


which  brass  bearings  re- 
quire. Their  mileage  is 
several  times  greater  in 
comparable  service. 

Hyatts  are  true  anti- 
friction bearings— and 
are  unusually  quiet. 

A  mechanical  engi- 
neer from  the  Hyatt  Rail- 
way Department  will  be 
glad  to  present  some  in- 
teresting facts  on  oper- 
ating economy. 


HYATT    ROLLER    BEARING    COMPANY 

Newark  Chicago  Detroit  Pittsburgh  Oakland 


mWMTT 

PRODUCT  OF  GENERAL  MOTORS 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


35 


"THERE    IS   A    TEXACO    LUBRICANT    FOR    EVERY    PURPOSE'' 


The  same  care  in  refining,  the  same 
scrupulous  attention  to  quality  which 
have  earned  for  TEXACO  Motor  Oil 
the  reputation  for  being  the  finest  auto- 
motive lubricant  in  the  world,  are  used 
in  the  manufacture  of  every  industrial 
lubricant  made  by 


THE  TEXAS  COMPANY 

Texaco  Petroleum  Products 
Dept.  ED2,  17  Battery  Place,  New  York  City 


OFFICES  IN  PRINCIPAL  CITIES 


36 


ELECTRIC  RAILWAY  JOURNAL 


December  17, 1927 


Btts  Operators 


Our  Lubrication  Service  Will  Help  to 

Increase  Your  Profits 

HE  services  of  our  Bus  Lubrication  Engineers  are  available  t<^ 

make  specific  recommendations  for  the  proper  lubrication  of  your 

Motor  Bus  fleet.  Our  lubrication  experts  also  may  be  depended 

upon  to  offer  other  assistance  which  will  result  in  lowering  your 

operating  and  maintenance  costs. 

At  your  request  we  will  send  a  Bus  Engineer,  thoroughly  trained  in  every 

branch  of  motor  bus  lubrication,  who  will  make  a  survey  of  your  equip' 

ment.  After  studying  the  conditions  under  which  your  fleet  operates,  he 

will  recommend  lubrication  practices  which  will  lead  to  increased  efficiency, 

lower  fuel  and  lubrication  costs  and  increased  profits. 

Such  recommendations  should  come  only  from,  and  be  executed  under  the  guidance  of  a  Bus 
Lubrication  Engineer.  For  decreased  lubrication  costs  do  not  always  indicate  economical  bus  opera' 
tion.  Occasional  tests  have  shown  that  as  a  result  of  decreasing  the  lubrication  expense,  fuel  costs 
have  increased.  Our  Bus  Engineers  may  be  depended  upon  to  recommend  correct  lubrication  prac 
tices  and  the  proper  grade  of 


Polarine  Motor  Oil 


or 


Iso=Vis  Motor  Oil 


which  will  correctly  lubricate  your  fleet  and  keep  operating  costs  at  a  minimum. 

Through  the  use  of  either  of  these  oils,  your  fleet  will  receive  unfailing  lubrication  which  will 
protect  frictional  surfaces  against  wear  and  tear  and  prolong  the  life  of  your  buses.  The  protection 
which  your  equipment  receives  from  these  oils  lasts  from  the  time  they  are  poured  into  the  crankcase 
until  they  are  drained  away.  Providing,  of  course,  the  proper  oil  level  as  recommended  by  the  manu' 
facturer  is  maintained  at  all  times. 

To  avail  yourself  of  the  services  and  expert  advice  of  our  Bus  Lubrication 
Engineers  costs  you  nothing,  nor  does  it  obligate  you  in  any  way.  Just  phone  or^ 
write  our  nearest  branch  office  and  we  will  send  a  man  qualified  to  make  lubri' 
cation  recommendations  specifically  suited  to  your  individual  equipment. 


STANDARD  OIL  COMPANY 


tINDIANA} 

Qeneral  Offices: 

910  S.  Michigan 

Avenue 

CHICAGO,  ILLINOIS 

ILLINOIS 

INDIANA 

IOWA 

S.  DAKOTA 

N.  DAKOTA 

MINNESOTA              MISSOURI 

Chicago 

Evansville 

Davenport 

Huron 

Fargo 

Duluth                          Kansas  City 

Decatur 

Indianapolis 

Des  Moines 

MICHIGAN 

Minot 

Manliato                     St.  Joseph 

Joliet 

South  Bend 

Mason  City 

Detroit 

WISCONSIN 

Minneapolis                 St.  Louis 

Peoria 

KANSAS 

Sioux  City 

Grand  Rapids 

La  Crosse 

Qoincy 

Wichita 

Saginaw 

Milwaukee 
Green  Bay 

December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


37 


MAINTAINED 
STRENGTH 
LOW  COST 
LONG  LIFE 

UNINTERRUPTED 
SERVICE 


STRENGTH,  uninterrupted  service,  long  life, 
low  cost — all  the  requirements  for  a  good  pole 
are  found  in  Amcreco  Creosoted  Southern  Yellow 
Pine  Poles. 

Strength — In  the  unprecedented  sleet  storm  of 
1924  which  covered  an  area  from  southern  Mich' 
igan  to  Texas,  only  100  creosoted  pine  poles  failed 
while  58,700  untreated  poles  went  down. 

Uninterrupted  Service — In  Texas  one  creosoted 
pine  pole  line  built  in  1909  has  not  had  a  single 
replacement. 

Long  Life — The  Washington'Norfolk  line  of  the 
A.  T.  &  T.  Co.  built  of  creosoted  poles  30  years 
ago  is  still  in  "good-as'new"  condition.  The  Public 
Service  Co.  of  New  Jersey  reports  poles  in  service 
32  years  and  "good  yet."" 

Loiv  Cost — ^The  Georgia  Power  Co.,  using  creo- 
soted poles,  mostly  Amcreco  and  partly  furnished 
by  their  own  organization,  reports  a  saving  of 
$281.98  per  mile  of  line.  Amcreco  Creosoted 
Southern  Yellow  Pine  Poles  are  carefully  selected 
and  thoroughly  treated  with  pure  creosote  oil.  Ask 
for  quotations. 

AMERICAN  GREOSOTING  GOMPANY 


COLON  fAL 

CREOSOT/NG 

COMPANY 


A?«6«e€> 


GEOR.CIy\ 

GREOSOTING 

COMPANY 


I.OUISVII.I.E    —    KENTUCKY 

splLes  offices 

332  So.  MiehtKan  Ave         350  Madlion  Ave. 
ChicaKO  New  York  City 

«>l  W.  Main  8t. 
Louisville,  Kr- 


Bruntwick,  Ga 


Bogaluga,lt«« 


■Mll-ir«ra7 


38 


ELECTRIC  RAILWAY  JOURNAL 


December  17,  1927 


K 


December  17.  1927 


ELECTRIC  RAILWAY  JOURNAL 


39 


»    »_»,  "S- 


\3t7INTER  storms  always  find  and  wreck 

the  weak  poles,  an  excellent  test  to 

determine  the  "stand -up -ability"  of  poles 


The  International  Creosoted  Pine  Line  illus- 
trated below  survived  the  most  severe  storm  in 
history.  Not  one  pole  was  damaged  while  hundreds 
of  other  poles  were  demolished  in  the  same  locality. 
This  performance  is  especially  noteworthy  because 
the  line  was  designed  for  the  light  storm  area  and 
the  poles  had  to  carry  a  tremendous  overload. 

The  great  uniform  strength  of  Southern  Yellow 
Pine  together  with  conscientious  manufacture  and 
treatment  makes  International  Poles  what  service 
proves  them  to  be — 

POLES  THAT  STAND  UP  IN  SERVICE 

International  Poles,  in  liff/it  storm  area  heav- 
ilv  overloaded,  easily  withstood  the  ice  load. 
In   service   of    the    Southwestern    Bell    lines. 


. 


40 


ELECTRIC  RAILWAY  JOURNAL 


December  17, 1927 


ANNUAL 


^statistical  and  Yorecast 

l\  umber 


Electric  Railway  Journal 
January  14.  1928 


This  important  number  will  contain: 

Record  of  1927  in  costs  and  revenues. 
Number  of  cars  purchased. 

Miles  of  track  constructed  and  recon- 
structed. 
Financial  records  for  1927. 

Reviews  of  basic  tendencies  in  legal, 
financial  and  regulatory  matters. 

A  review  of  the  significant  news  de- 
velopments of  1927. 


Together  with : 


A  forecast  of  1928  expenditures  in  all 
departments,  and  the  trends  which 
will  shape  developments  and  prog- 
ress of  1928. 


Advertising  forms  close  January  3,  1928 


Electric  Railway  Journal 

Tenth  Ave.  at  36th  St.,  New  York  City 


Member  ABC 


s^ 


Member  ABP 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


41 


Tin  your  Speedometers  Register 

the  limit  5  times?       f 

Ohey  can  ifyounMotors  are  properly  lubricated  / 

Friction,  the  mortal  enemy  of  motors,  puts  more  vehicles  on  the  scrap  heap  than  any  other  single  cause. 
And,  friction,  as  any  operator  knows,  is  caused  by  poor  lubrication. 

But  owners  of  fleets  of  buses  or  trucks  can  easily  insure 
for  their  units  the  kind  of  lubrication  that  will  enable 
them  to  deliver  thousands  of  miles  of  excess  service. 

Lubrication  engineers  and  oil  refiners  state  that  oil  does  not 
wear  out!  It  simply  loses  its  ability  to  lubricate  by  becoming 
contaminated  with  road  dust,  carbon,  water  and  gasoline. 
Removal  of  these  impurities  provides  a  lubricant  equal  in  every 
respect  to  new  oil.  In  fact,  lubricating  authorities  state  that 
properly  purified  oil  is  superior  to  new  oil  because  the  carbon 
forming  elements  are  largely  eliminated  and  carbon  will  not 
thereafter  form  so  quickly. 

The  De  Laval  Crankcase  Oil  Reclaiming  Outfit  renews  old  oil 
— restores  its  viscosity — its  ability  to  lubricate — enables  you  to 
change  oil  more  frequently — at  a  cost  of  but  10  to  18  cents 
per  gallon! 

Fleet  owners  who  are  using  the  De  Laval  have  found  that 
any  handy  man  can  operate  it  and  that  in  a  short  time  it  pays 

for  itself. 

Write  today  for  information  showing  how  you  can  keep  your 
fleet  on  the  road  longer.     Ask  for  Bulletin   108-R. 

THE   DE  LAVAL   SEPARATOR  COMPANY 

165  Broadway,  New  York  600  Jackson  Blvd.,  Chicago 


DE  LAVAL  PACIFIC  COMPANY.   San  Francisco 
ALPA-LAVAL  CO.  Ltd..   34  Grosvenor  Road.   London.   S.  W.   1. 


42 


ELECTRIC  RAILWAY  JOURNAL 


December  17,  1927 


A  WESTINGHOUSE>NUTTALL 

DEVELOPMENT 


An 

outstanding 

contribution 

to 

modem 

passenger 

car  design 


*««ar» 


W-N  Drive  for  use 
with  light'weight 
high-speed  motors 

— Heat-treated  hardened  helical  gears — 

— Timken  roller  bearings — 

— Oil-tight  steel  gear  case — 

— High  ratio  of  speed  reduction — 

Here  is  an  equipment  which  has  already  attracted  wide  and  favorable 
interest.  The  industry  has  been  quick  to  sense  its  advantages — smoother 
starting,  quiet  operation,  rapid  acceleration  and  greater  all-round 
efficiency. 

RD.NUnALL  COMPANY 

PITTSBURGH  ^  PENHSYLIfiNlA 


All  Westinghouse  Electric  &  Mfg.  Co. 

district    offices   are    sales    representatives    for 

Nuttall   Railway    Products. 

Canadian   Agents; 
Lyman   Tube    &  Supply   Co.,   Montreal 


Standardize 

On  Dayton 

Tics" 

Say  engineers 
Tb  Their  Omqiaiiies 


The  Dayton 
Meckanical  Tic  Co., 

DAVXON,  OHIO 


"N 


^^Standardize  On 
Dayton  Ties" 


The  Electric  Railway  Engineer  can't  afford  to 
listen  to  mere  claims.  But  he  knows  proof  w^hen 
he  sees  it. 

All  over  the  United  States,  engineers  are 
discovering,  through  their  own  experience,  and 
through  the  experience  of  brother  engineers, 
that  Dayton  Tie  Track  lasts  and  stays  smooth 
far  longer  than  any  other.  They  are  finding 
that  track  maintenance  virtually  disappears. 

Once  he  sees,  he  acts.  He  says  to  his  company 
"Standardize  on  Dayton  Ties." 

Like  a  rolHng  snowball,  the  number  of  Dayton 
Standardized  Properties  is  increasing  by  leaps 
and  bounds. 

Lay  a  trial  strip  of  Dayton  Tie  Track,  and  you 
will  want  to  standardize,  too. 


Dayton  Tie  Track  is  always  Smooth 


THE  DAYTON 
MECHANICAL  TIE  CO. 

DAYTON,  OHIO 


V. 


'J 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


45 


"STANDARD^'  WHEELS 

ON  MODERN  EQUIPMENT 

On  these  fifty  new 
double  truck  safety 
cars  for  Worcester 
Consolidated  Street 
Ry.  "Standard"  26  in. 
wheels  were  specified. 

ROLLED  STEEL  WHEELS— AXLES— SPRINGS— ARMATURE  SHAFTS 


ISl 


STANDARD  STEEL  WORKS  COMPANY 

PHILADELPHIA,  PA. 


BRANCH   OFFICES 

CHICAGO  HOUSTON 

ST.  LOUIS  PORTLAND 

NEW  YORK  RICHMOND 

MEIXICO  CITY 

WORKS:  BURNHAM,  PA. 


SAN  FRANCISCO 
ST.  PAUL 
PITTSBURGH 


lllllllllillllllllllllllllllilllllilllllilllllillllllilllllitllllllllllllllllllllllllllllllllllllllllllllilllllllll^ 


46 


ELECTRIC  RAILWAY  JOURNAL 


December  17, 1927 


aiiiiMiiiiiiiitiimiHUHiiiiiiifiiinHmiiimiiiiiiiiiiiiiiiiiiiiMiitiiiiiiiiiii 


iiiiiiiiiiiiiiimiiiimimmtiminiiiimimiiiiiimiiimuu 


■f^"'?^^ 


DZ?!END  ON  SULLIVAN  AIR  PO^VER 


Br''-v';^iu. 


Making  Steel  Castings 
with  Angle  Compounds 

For  11  years  the  Burnside  Steel  Company  of  Chi- 
cago has  used  Angle  Compound  Compressors  in 
making  high  grade  castings.  The  compressors  sup- 
ply air  for  chipping  hammers,  sand  rammers,  drills, 
grinders,  hoists,  and  power  moulding  machines,  for 
sand  blasting,  and  for  ventilating  systems. 

General  Manager  Bassini  Says: 

"In  1916  we  installed  our  first  Angle  Compound 
Air  Compressor.  Our  selection  was  made  after  in- 
spection of  installations  at  other  plants,  and  luas 
influenced  by  reports  from  many  satisfied  users  of 
Angle  Compounds. 

"The  performance  of  this  compressor  proved  the 
soundness  of  our  choice,  and  when  it  became  neces- 
sary in  1918  to  increase  our  air  supply,  the  question 
of  the  size  of  our  next  Angle  Compound  Compressor 
was  the  only  problem  confronting  us.  ^ 

"Bath  of  our  Angle  Compound  Compressors  have 
been  in  steady  use  since  installed,  and  at  no  time 
have  our  operations  been  hampered  by  lack  of  air." 

Dependable  performance  has  made  Angle  Compound 
Compressors  famous  in  every  industry.  They  are 
available  in  capacities  from  400  to  5100  cu.  ft.;  for 
belt  drive  or  for  direct  connection  to  electric  motor, 
or  oil  engine. 

Write  today  for  Catalog  3283-A. 

SULLIVAN 

Sullivan  Machinery  Company 

150  So.  Michigan  Ave.,  Chicago,  111. 


I  Saves  $15  a  month  I 

I    reclaiming  waste  with  Oakite! 

THAT  is  what  is  being  done  in  the  | 

^             shops  of  cne  railway  company,  since  | 

I      it  adopted  the  practice  of  washing  its  | 

I     dirty,  oily  waste  the  Oakite  way.  | 

I     For  cotton  and  woolen  waste  cleaned  with  | 

I     Oakite  can  be  used  over  and  over  again.  | 

I     In  this  way  you  can  save  most  of  what  | 

I     you  now  spend  for  new  waste!  i 

I     Don't   overlook   this   opportunity   for   a  | 

i     worthwhile  saving!   Our  booklet,  "Clean-  | 

I     ing  in  Car  Shops"  will  put  you  on  the  | 

I     right  track.   Write  for  a  copy.  § 

i                 Oakite  Service  Men,  cleaning  specialists,  are  located  in  i 

i                 the  leading  industrial  centers  of  the  U.  S.  and  Canada  i 

i                                            Oakite  is  manufactured  only  by  = 

I       OAKITE  PRODUCTS,  INC..  28B  Thames  St.,    NEW  YORK,  N.  Y.  | 

=                                      (Formerly    OAKLEY    CHEMtCAL    CO.)  I 

I  OAKITE  I 

I    Industrial  Qeaning  Materials  ind  Methods  | 

-jiiiiiiiiiiiiiinriiiriiiiiiiniiiMniiiiiMiMiniiniiiiiiitiiiiiiniiiiMitMiiMiMiiiiiuiiuHiiiuuiniiiiirNiiiiiiiiuMutiniiiiiiiniMiiMiitiiiiiif 
.iiiirMiiiHiiMiiinitniiinriiiiriirMiiriiiiniiiniHitnirniiHiiniiiiiriiiiMiiiiiiiiiirniiiiiiiiiiMiitiiiiiiiriiiiiiiiitiiiiiiiMiiiiiitniitiiiriiiniii: 


'cGraw-Hill  Ir. 

;ientific,  technical  or  bus 
book  is  your  guarantee 

■eliable  authorship  ; 
:arefiil  editorshinV 
d  good  boo^'*""* 


~Latest  Qatalogue 

McGRAW-HILL  BOOK  COMPANY,  Inc. 

370  Seventh  Avenue  New  York 


-  McGraw-Hill— 
free  catalogue  coupon 


McOraw-Hill   Bouk   Company,   Inc., 
370  Seventh  Avenue,  New  York,  N.  Y. 

Send   me    the   New    1937-38    McGraw-Hill   Catalogue    to    the    address 
given  below.     This  catalogue  is  FREE.  I  understand. 


s     Name 


s     \ddress    ....... 

3      City  and  State 


3  E.  12-17^     I 

^HiiiiiiimiitmimiiitmiimnimiiNiiiiiiiiiinMiiiiinMiiiiiniHiiiiiiimimiiHiiiitiinMiuiiMmMiiniimiiitiiiinmmiriwimniuinn 


December  17, 1927 


ELECTRIC  RAILWAY  JOURNAL 


47 


Shulor 


Front 
Axles 


For 

TRUCKS,  MOTOR  BUSSES, 

TAXIS 


And  a  Complete  Line  for 
TRACTORS  and  TRAILERS 


ENDORSEMENT 

Public  Endorsement  of  a  product 
makes  it  imperative  that  it  be  the 
best.  An  economic  waste  results 
should  there  be  inferiority. 


FRONT  AXLES  ONLY 


Shuler  Axle  Co* 

Incorporated 

Louisville,  Ky. 

Member  of  Motor  Truck  Industries,  Inc.,  of  America 


Don't  Wind  Trouble 
Into  Repair  Jobs! 

As  you  would  dike  a  river  to  stand  high 
water,  tape  a  repair  job  to  stand  overloads 
and  line  surges.  Break-downs  cost  money 
.  .  .  often  lives!  When  buying  tapes 
consider  insulation  first;  price  next.  A 
single  bad  "short"  can  cost  you  more  than 
all  the  savings  you  have  ever  made  on 
doubtful  tapes. 

For  Safety,  Use  Acme 

Varnished  Tapes 

Electrically  and  Physically  Tested  for 

DIELECTRIC  STRENGTH 
DIELECTRIC  CONSTANT 
DIELECTRIC  LOSS 
INSULATION  RESISTANCE 
POWER  FACTOR 
FLEXIBILITY 
RESISTANCE  TO  TEAR 
TENSILE  STRENGTH 
RESISTANCE  TO  OILS, 

ACIDS  AND  GASES 
RESISTANCE    TO    IMPREGNATING 

COMPOUNDS 

Acme  Varnished  Tapes  are  furnished  in  widths  of 
\  inch  and  wider,  and  in  rolls  of  continuous  length 
without  splices.  Special  widths  and  finishes  sup- 
plied on  order.  Write  for  catalog  3-J  for  your  files. 

THE  ACME 
WIRE  CO. 

Main  Ofl&ce  and  Plant,  New  Haven,  Gona 

Branches 

New  York.  52  Vanderbilt  Ave.    ChioaffO.  427  West  Erie  Street 

Cleveland.  Guardian  BIdK. 


48 


ELECTRIC  RAILWAY  JOURNAL 


December  17, 1927 


COILS 

and 


COLUMBIA  Field  and 
Armature  Coils  are 
made  on  modern  machinery 
with  the  highest  grade  ma- 
terials and  with  the  greatest 
care  regarding  slot  dimen- 
sions. Quality  in  coils 
means  economy  in  coils. 
With  Columbia-made  coils 
you  will  also  find  economy 
in  price. 


BEARINGS 

Armature  and  Field  Coils 

Grey  Iron  and  Brass  Castings 

Machine  and  Sheet  Metal  Work 

Special  Machinery 

Forgings  and  Patterns 


COLUMBIA  armature 
and  axle  bearings, 
motor  bearings,  compressor 
bearings  and  journal  bear- 
ings are  cast  from  specially 
developed  bronze  and  accu- 
rately machined  to  provide 
perfect  halves  and  complete 
interchangeability.  They 
are  bearings  with  a  reputa- 
tion for  long  wear  and 
lower  cost. 


The  Columbia  Machine  Works  €t  M.  I.  Co. 

263  Chestnut  Street,  Cor.  Atlantic  Avenue,  Brooklyn,  N.  Y. 


•1  r 


Complete  satisfaction 

Operating  perfectly  and  requiring 
minimum  attention  for  maintenance 
and  lubrication,  Earll  Catchers  and 
Retrievers  give  genuinely  satisfactory 
results.  Their  refinement  of  design, 
and  mechanical  superiority  are  sum- 
m;irized  in  the  following  five  features, 
peculiar  to  Earll  construction. 

No-we.ir  Check   Pawl 

Free-Winding   Tension   Spring 

R.itchct  Wind 

Emergency  Release 

Perfect    Automatic   Lubrication 

Earll  Catchers  and  Retrievers 
C.  I.  EARLL,  York,  Pa. 

Canadian    Agents: 

Railway  A  Power  Engineering   Corp..   Ltd.,  Toronto,   Ont. 

In   AH   Other    Foreign   CountrieM: 

Intemitlonal   General   Electric   Co..    Schenectadr,   N.    T. 


iiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiHiniiiiiiiiiiiiiiniiiiimiiiiiifiiii)iiniiiiiiniHiiiiiiiiiii)iiiitMitiiiniiHiiniiiniitiiiiiiiiiiiiiriiiiiiiriiiriiii>: 

Griffin  Wheel  Company   | 

410  North  Michigan  Ave,  i 

Chicago,  111.  I 


Griffin  Wheels 


i  I 


with 
Chilled  Rims 
I  and 

I    Chilled  Back  of  Flanges 

I  For  Street  and  Interurban 
I  Railways 


FOUNDRIES: 

Chicago 

Boston 

St.  Paul 

Detroit 

Kansas  City 

Los  An£ele< 

Denver 

Council  BluSs 

Tacoma 

Cleveland 

Salt  Lake  City 

Cincinnati 

•■■■■uiiimi iiiiiniiiiiiiiiiiiiiuiriiuiiiiiiiiimiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiimiiiiiiiuuuiiiiiiiiiiiiimiiiiiuiiiiiiuiuuiS     ' iiiiiiiiiiniiiinimiiiiiraimiiiiinitiiiimiiminniiiiiiiiiiiiiimniiiiii raiiiiiiiiiinmraraiimiiraiiminniiinranmnniiiia 


i 


December  \7, 1927 


ELECTRIC  RAILWAY  JOURNAL 


49 


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TRUCK  WITH  TOWER  IN   RUNNING  POSITION 

Trenton  Tower 

This  3-Section 

is  not  only  more  convenient,  but  stronger  than  the 
older  type. 

The  top  section  !s  reinforced  by  the  intermediate 
section.  The  3-section  design  makes  it  possible  to 
raise  the  platform  16  inches  higher  and  drop  it  12 
inches  lower  than  can  be  done  with  the  old-style 
2-section  tower. 

We'll  gladly  send  you  details. 


J,  R.  McCARDELL  CO.    | 

I  Trenton,  New  Jersey,  U.  S.  A.  | 

^iiiiiiiiiiiiiiiiraiiiriiiiiiiiimiiiimmiiinimimiiiiiinimiiiiiiniiiiiiimiiiiiiiin miiiiiiiiiiiiiiiiiiiiiimiiniiiiiiiuuiiiiiiiiiiiiiiiir 

Bll^liinllllltiliitlllliiiitiiililiiiriiiiiiiiniliiliiiiiMiiiiiiiinriiiiiiiiiriiiiiiiiMiiiiiiriiitiiiiiiiiiiiiiiiitniuiiiliiliiliiiiiiriitiiilMitlMniii'^ 

I    ^^  Speed  ^em  up^^    | 


You  can  when 

N-A-C-H-O-D 

Spells  safety  I 

"Speed  'era  up,"  say  those  who  have  tried  and  won  back 
steady  patronage.  The  public  wants  speed, — safe  speed. 
And  the  safety  part  can  be  taken  care  of  adequately  by 
a  suitable  installation  of  up-to-the-minute  Nachod  or 
United  States  Signals. 

Our  Catalog  covering  Block  Signals,  Highway  Crossing 
Signals,  Headway  Recorders,  Flasher  Relays,  etc.,  con- 
tains some  revenue  producing  ideas.     Send   for   a   copy. 

Nachod  8C  United  States  Signal  Co.,  Inc. 
4777  Louisville  Avenue,  Louisville,  Ky. 

ENGLISH   BEPRESENTATIVE: 
Forest   City   Electric   Co.,   Ltd..    Manchester,    Enj. 


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Forging  Ahead 

Heralded  by  advanced  designs  in  construction 
and  innovations   in  equipment,   Electric  Rail- 
.  ways  are  forging  ahead  as  never  before. 

Well  in  the  van  are  Elreco  Tubular  Steel 
Poles,  already  contributing  their  bit  to  the 
march  of  progress. 

Today  Elreco  poles  are  the  most  economical  to 
install  and  maintain.  They  are  handsomer, 
lighter,  more  adaptable.  Trolley  wires,  light- 
ing wires  and  lighting  units  are  all  carried  on 
one  pole. 

Join  the  hundreds  of  companies  who  have 
beautified  thoroughfares  and  reduced  costs 
with  Elreco  Tubular  Steel  Poles. 

Get  the  story  back  of  Elreco.  Write. 
The  Electric  Railway  Equipment  Co. 

2900  Cormany  Ave.  30  Church  St. 

Cincinnati,  Ohio  New  York  City 


i 


50  ELECTRIC  RAILWAY  JOURNAL  December  17, 1927 

aiiriHiiniiiniiiiiiiimiiiiiniiiiiiiiiiiiiiiiiiiimiiiiiimiiiiiiiiiiiiiiniiiiimiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiK     |miiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiutiiiiiiiiiiiniiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiuimiiiii 

I 


Greater  Service 
Per  Dollar  Invested 


"Tiger"  Bronze  Axle  and  |  | 

Armature  Bearings  |  I 

More-Jones    "Tiger"    Bronze    castings    for    axle    and  |  | 

armature  bearing  service  was  one  of  our  early  achieTe-  |  | 

ments.      This    is    probably    the    most    widely    known  |  i 

bronze  on  the  market.     It  has  stood  the  test  of  time.  |  | 

There   is   nothing   better  for   long,   efficient  and  most  |  I 

economical  results.    Let  us  quote  you.  I  | 

National  Bearing  Metals  |  | 

Corporation  j  | 

St.  Louis,  Mo.  I  I 

MORE-JONES  I 

QUALITY  PRODUCTS  |  | 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxes  and  overhead  registers 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  are  increased  IJ  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.    Over  4000  already  in  use. 

When  more  than  two  coins  arc  used  as  fare,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.    Over  50,000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  is  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Each  barrel  can  be  adjusted 
to  eject  from  one  to  five  coins  or  one  to  six  tickets. 


Johnson  Fare  Box  Co. 

4819  RavmriMwood  Av.,  Chleago,  lU. 


S 
1 
I 

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£iuiiiiiiiiiiiiiiiiiiiiiiuiiuiiiiiiiiiiiiiiiiiniiiMiiiiitiiiiiiiiiiriiiiiiiiiiiiiiiMiiMiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiUMiiiiiiiiuiiuiiiiiiniiiiiiiiim      9t>iiiiiiiiiiiitiiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiriiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiMiiiiiiiiiiiiiiiiniiniiiiiiiiiiiMiiii>: 


Used  and  Surplus 
Equipment 


Drip  Points  for 
Added  Efficiency 


They  prevent  creeping:  moisture  and  quickly  drain  the  petti- 
coat in  wet  weather,  Iseeping:  the  inner  area  dry. 

The  Above  Insulator — No.  72 — Voltages — Test — Dry  64.000 
Wet  31.400.  Line  10.000. 

Our  engineers  are  always  ready  to  help  yon  on  yoor  rlsM 
insulator  problem.    Write  tor  catalog. 


Hemingray  Glass  Company 

Muncie,  Ind. 

Est.  1848 — Inc.  1870 


INDIVIDUAL  items  of  used 
equipment,  or  surplus  new  equip- 
ment, or  complete  plants,  are  dis- 
posed of  (and  found)  through  adver- 
tising in  the  Searchlight  Section  of  this 
paper. 

This  is  the  section  which  so  effectively  aided  the  Government  in 
selling  the  many  millions  of  dollars  worth  of  surplus  material  and 
equipment  accumulated  during  the  war  without  disturbing  the 
market. 


i  I  "Searchlight" 


i   i 


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December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


51 


ainiiniiitiiiiiiiimiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiJiiiniiiiiiiii iiiiiiiiii iiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiii^     ::Miiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiimiiiiiiiir 


STEEL  CROSS  TIES 

insvire  a  permanent,  repair-free  track.  Tempera- 
ture variations,  water  or  decay  will  not  affect  it. 
C  Steel  Cross  Ties  are  now  being  used  in  practi- 
cally all  new  work  where  economy  and  permanency 
are  the  chief  considerations.  <I.  If  you  are  inter- 
ested in  "low-maintenance-cost"  track,  send  for 
a  copy  of  our  booklet — Steel  Cross  Ties. 

CARNEGIE  STEEL  COMPANY 

Qeneral  Offices  '  Carnegie  Building  '  434  Fifth  Avenue 

PITTSBURGH      ^OSi      PENNSYLVANIA 


iiiiiiniiiiiiifiimiimiiiiiiiiiifiiiHiiiriitriHriiiiiiiiiiMiMiiiiiiiiiiiiiiiiiiriiiiiiiiiitiiniiHiiiiiniiniiiiMiiiitiiiiiiitiitiiiiiiitiiiiiiitiiitiiE 

lliiniiirMirriiiirMirHiMtnMiiiiiMMiHUMiMiiif»rHiiiinitirMiii|iiMiiLiliiMnMifiiirtiiHiiriiiniiMifMiiJiHiiiiiiMiiiiiiiiiriiHiiiiii»illiii£ 

ELECTRICAL 
INSULATION 


Strombos  Signals  for 
Railway  Service 

A  pleasing  sound  of  tremendous  volume  is 
emitted  from  the  powerful  Strombos  Signal 
which  is  admirably  suited  for  railway  serv- 
ice. Day  in,  day  out,  it  broadcasts  a  warn- 
ing of  approaching  danger  and  promotes 
safe  and  efficient  railway  operation. 

The  Strombos  Signal  operates  on  an  air 
pressure  of  10  lbs.  and  over  and  is  con- 
trolled by  a  lever  valve  and  cord.  It  uses 
only  1/10  the  volume  of  air  required  by  a 
whistle.  It  has  no  moving  parts  which 
might  fail  in  the  emergency. 

Write  us  for  more  complete  data. 

AMERICAN  STROMBOS  CO. 

INCORPORATED 
18th  &  Market  Sts.,  Philadelphia,  Pa. 


II  M  III  II  nun  I  III  II  II  II I 


mhb 


caniTF 

INSULATOR        **N, 


EMPIRE 


Micanite  and  Super -Micanite 
Sheets,  Commutator  Segments,  and 
Commutator  Rings. 

Micanite  Tubes  and  Washers 

Linotape,  Seamless  or  Sewn  Bias 
{Yellow  or  Black  Varnished  Tapes) 

Empire  Oiled  Cloths  and  Papers 
{Yellow  or  Black) 
Compounds,  Varnishes,  Etc. 

Send  for  catalog  and  helpful  booklet  on  Commutator 
Insulation  and  Assembly 

MICA  INSULATOR  COMPANY 

Largest  manufacturers  fn  the  world  of  mica  insulation. 
EitabtUhed   1893. 

New  York:  68  Church  St.     Chicago:  542  So.  Dearborn  St. 

Cleveland  Pittsburgh  Cincinnati 

San  Francisco  Los  Angeles  Seattle 

IVorksi  SeheneeCady.  Neu}  York.    Vtetoriaotlle,  Canada;  Ijondon.  England 


SiiiiiirmiitiiiinmiiniiniMiiitiiiiMiiiiiiiiiiiiriiiiiiiiiMitiiiiiiiiriiiirMiriiiiiiiiiiiiitiiiiiiiiiintiittiitiiiiiiiiniiiiiiiiiiinMiiriiiirriiiiiiir      % 


When  you  put  your 
money  into  KERITE 
you  make  an  invest- 
ment in  service.  You 
do  more  than  buy 
conductors,  insulation, 
and  protection.  You 
obtain  the  best  pos- 
sible combination  of 
the  most  desirable 
qualities  in  perma- 
nent form.  KERITE 
remains  long  after 
the  price  is  forgotten. 


KERITEi:!l."iS,^i?COMPAffif 


NEW  YORK. 


CHICAGO 


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52 


ELECTRIC  RAILWAY  JOURNAL 


December  17, 1927 


iBaivKers^  ;E^iv^ii:\jeer3 


^ttcorporatcJ) 

£n9mccr5 

115  Broadway,  New  Yurk 
PHILADELPHIA  CHICAGO  SAN  FRANCISCO 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 

Examinations     Reports     Appraisals 

Industrial  and  Public  Service  Properties 

NEW    YORK  BOSTON  CBICAOO 


Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 

Deeiffn  Construction  Manatrement 

Examinations  Reports  Valuations 


CHICAGO 


NEW  YORK 


SAN  FRANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER,    MASSACHUSETTS 

■UPORTS-  APPRAISALS  ■  RATES  -OPERATION  ■  SERVICB 


A.  L.  DRUM  &  COMPANY 

ConmuUing  ami  Constructing  Engumerm 

VALUATION  AND  FINANCIAL  REPORTS 

RATE  STUDIES   FOR  PRESENTATION   TO   PUBUC  SERVICE 

COMIMISSIONS 

CONSTRUCTION  AND  MANAGEMENT  OF 

ELECTRIC  RAILWAYS 

230  South  Clark  Street,  Chicago,  111. 


STEVENS  &  WOOD 

INCORPORATED 

ENGINEERS  AND  CONSTRUCTORS 

120  BROADWAY,  NEW  YORK 


ENOINBlBRENrO 
CONSTRUCTION 


TOUNGSTOWN,  O. 


FINANCING 

MANAGEMENT 


TRAFFIC  CONSULTANT 

Freight  Rate.  Tariff  and  Traffic  Analyses: 

Advisory  Freight   Traffic  Assistance 

on  Special  or  Monthly  Basis; 

Preparation  ol  Cases  before  Interstate  Commerce 

Commission  and  State  Commissions. 

HALSEY  McGOVERN 

Mills  Bldg.,  17th  and  Pa.  Ave.,  Washington,  D.  C. 


E. 

H. 

FAILE  &  CO. 

Designers  of 

Garages 

—  Service  Buildings — ^Terminals 

441 

AVE 

NEW  TORS 

The  J.  G.  White 
Engineering  Corporation 

En  gineers~— Constructors 

OU  Reflnerlei  and  Pipe  Lines,  Ste.im  and  Water  Power  Plants.  Transmlaslon 
Systems,  Hotels,  Apartmt:nts,  Office  and  Industrial  Buildings,  Railroads. 

43  Exchange  Place  New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 
Better  Service— Financial  Reports 
Appraisals— Management 
52  Vanderbilt  Ave.  New  York  < 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  aepurts  Rates  Semce  InTestlrstlan 

Studies    oD    Financisl    and    Physical    Rehabilitation 

BeurranizatioD     Operation     Manarement 

683  Atlantic  Ave.,  BOSTON,  MASS. 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Sunday   Pas»-^Difierential 
Fares — Ride    Selling 

Holbrook  Hall  5-W-3 
160  Graraaian  Ave.,  Mt.  Vernon,  N.  Y. 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -   Construction    -    Reports 

Valuations   -   Management 

PHILADELPHIA 


NEW  YORK 


CHICAGO 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardner  F.  Wells  Albert  W.  HemphiU 

APPRAISALS 

INVESTIGATIONS  COVERING 

Reorganization        Management        Operation        Constnietion 

43  Cedar  Street,  New  York  City 


C.     B.     BUCHANAN 


W.   H.   PRICE.   JB. 

Sec'y-Treai. 


JOHN  r.  I.ATNa 

VlM-Preildent 


BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 

Financial  Reports,   Traffic  Surveys 

and  Equipment  Maintenance 

Bank  Bldg.  Hanover:  2142  49  waJI  Street 


MCCLELLAN  &  JUNKERSFELD 

Incorporated 

ENGINEERING  AND  CONSTRUCTION 

Elxaniinations — Reports — Valuations 

Tranaportation  Problems — Power  Developmenta 

68  Trinity  Place,  New  York 

CKica«o  St   Louii 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


53 


iiiiiiiiiimiiiiiiHiiiiiiiriniiiiiiiiiiiniiiiiiiiiiiiiiiiiimiiiiiimimimiiiiiiiiiiiiiiimiiiiii»iiiiiiimiiiiiiiiiitiimiiiMiiiiiiHim 

THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 

Boston,  80  Federal  Street 
Philasblphia,  Packard  Building 
PiTTBBnRQH,  Farmers  Deposit  Bank  Building 
CLBVB1.AND,  Guardian  Building 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Atlanta.  Candler  Building 
Phohnix,  Arii.,  Heard  Building 
DAIJ.AS,  TEX.,  Magnolia  Building 
HoNOLni-u,  H.  T..  Castle  &  Cooke  Building 
PoBTLAND,  Orb.,  Gasco  Building 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Dbtroit,  Ford  Building 

Nbw  Orlbanb,  344  Camp  Street 

Houston,  Thxas,  Electric  Building 

Dbntbr,  444  Seventeentii  Street 

Salt  LiAKB  Citt,  Kearns  Building 

San  Francisco,  Sheldon  Building 

L/OS  Anoeles,  Central  Building 

Sbattlb,  L.  C.  Smith  Building 

Havana,  Cuba,  Calle  de  Aguiar  104 

San  Juan,  Porto  Rico,  Royal  Bank  Building 


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J.  ROWLAND  BIBBINS 

Engineer — 2301  Connecticut  Ave.,  N.W.,  Washington,  D.  C. 

TRANSPORTATION  SUE;V1-:YS 
Organi:?ed    Traffic    Relief    and    Transit    Development 
Co-ordinating    Motor    Transport,    Railroad    and    City 
Plans,  Service,  Routing,  Valuation,  Economic  Studies 

EXPERIENCE  IN  20  CITIES 


^mnilllliiiiiiMitiiiuimiiniiiiiiitiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiililliriiiiiiiiiiiriiniinliiiiiiliiiuiiiiiiiiiiiiiiiitiiiiiiitiiiittlllt< 

RAIL  JOINTS 


DYNAMOTORS 
WELDING  ROD 


UNA.  Welding  &  Bonding  Co. 
Clevelaind.OhiO; 


KELKER,  DeLEUW  &  CO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

Operating  Problemt  Valuations  Traffic   Surreri 

111  W.  Washington  Street,  Chicago,  111. 


THE  P.  EDWARD  WISH  SERVICE 


so  Cliurch  St. 
NEW  YORK 


Street  Railway  Inspection 
DETECTIVES 


131   State  St. 
BOSTON 


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Gets  Every  Fare  I 

PEREY  TURNSTILES    I 
or  PASSIMETERS        I 

C«r  them  In  joar  Prepajment  Atmm  mn4         | 
Street  Can  S 

Perey  Manufacturing  Co.,  Inc.     g 

101   Park  Avenae,  New  York  Cltj  1 

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^"tiiitiiiiiiiiiiiifiiiiinMiiiiiitiiiiMiiiiiiiiiiiinriiriiniiiiitttiiiiriiiiiiiiiiiiiJiiiiiiiiiiiiMiiiitiiiiiiiniiiiiiiiiniiuiiiiMiiiiriiiiiniMiiiiiMnr^ 


When  writing  the  advertiser  for  Information  or 

prices,  a  mention  of  the  Etectrtc  Railway 

Journal  would  be  appreciated. 


^iinrMiiiiiiiiiiniinihiiiniiuiiiiiiiiiiiniiiiiiniuiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiirr 


anmniiiiiiiiimiiiiiiiiiiiiiniiiiimmuimiiiiiiiiiiiiimmmiiiinimitiiiiiiiniiiiiiitiiiiitimiiii miiiiiiiiiiiiiiiiimirniiniiiiiiii*:, 


£     = 


^iiiMiniiiiiiniiniininiiitiiiMnMUiiniiiiuiniiniiiiiUMniiiniiniiniiuiuiinMniiniiiiiininiiiiiHiiiniiniiiiiiiiiniiiiiminiiiiiimfi 
"Bates  Poles  Outlive  the  Bond  Issues  that  Buy  Them" 

Bates  Poles  and  Structures 


''jiiiiiniiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiimiiiiiiim  iiiiiiiiiiiiiiiitiiitiiiiiiiitiiiiiiiMiiiiiiiiiiiiiiiDiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin: 
MiiiiiiiiiiiimiiiiiiinMniiiniiiiiMniiiiiiiiiiiiiiiiniiniiniiiniiiiiiniiiiiiiiiiiiiiiiiiiiniiuiiiuiiuiiiiiiniiiiiiniiuiiuiiiiiiiiiiniiiiiiitt'j 


i 


O^Bs^ande^  teel  I  russ 


>6. 


General  Offices  and  Plants 
EAST  CHICAGO,  INDIANA.  U.  S.  A. 

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■((■■■■■■I 


utiiitiiiniiuiuiiniiiiiinMiiiiiuiiiiMir:iiiiiiiMiiiniiiniiiiiiuMiiiiiiiiiiiiiiinMniniiiiiiiiNiiiiniiiiiiiiiiiiiiiiiniiuiuiiiniiiiiiHiiiiiii^ 

I  the  WORLD'S  STANDARD  I 


fcfc 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 

on  your  equipment 

The  Universal  Lubricating  Co. 

CleTeland.  Ohio 

Chicago    RepreaentativeB;    JameM>n-RoM   Companj. 

StraBs  BldK. 


IRVINGTON 


^^ 


Black 
Varnished    Silk, 


and 
Varnished    Cambric, 


Yellow  I 

Varnished   Paper    | 


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I  Irv-O-SIot    Insulation                         Flexible  Varnished   Tubing  = 

I  Insulating  Varnishes  and  Compounds  I 

I  Irvington  Varnish  8C  Insulator  Co.  | 

I  Irvington,  N.  J.  | 

I  Sales   Representatives:  | 

f  Mitchell-Rand  litg.  Co..  N.  T.           Prehler  Brothers  Inc..  Chlcaro  = 

i  E.  M.  Wolcott.  Rochester                   White  Supply  Co..  St.  Louis  = 

=  1.  W.  Levine.  Montreal                       Clapp  &  LaMoree.  Los  Anreles  E 

i  A.  L.  Gillies.  Toronto                            Martin  Woodard,  Seattle  | 

I  Consumers'  Rubber  Co.,  Cleveland  s 

riiiMiiiiitMiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiriiiiiiiiiiiiiitiiiiiiniiniiiiiimiiiiiiiiiiiiiniiiiiiiiiiniiriiiiiiuiiiiiiitiiiiiniinniiiiiiiiii^ 


54 


ELECTRIC  RAILWAY  JOURNAL 


December  17, 1927 


American  Bridge  Company 

Empire  Building--^71  Broadway  New  York,  N.  Y. 

M.anufacturers  of  Steel  Structures  of  all  classes 
particularly  BRIDGES  AND  BUILDINGS 

ALSO    STEEL  BARGES  FOR  HARBORS   AND   RIVERS,  STEEL  TOWERS 
FOR  ELECTRIC  TRANSMISSION,  HEROULT  ELECTRIC  FURNACES,  ETC. 

SALES    OFFICES.- 


NEW  YORK,  N.Y. 

Philadelphia.  Pa. 
Boston,  Mafis. 
Baltimore,  Md. 


PITTSBURGH,  PA. 
Cincinnati,  Ohio 
Cleveland,  Ohio 
Detroit.  Mich. 


CHICAGO,  ILL. 
St.  Louis,  Mo.  Duiuth,  Minn. 

Denver,  Colo.  Minneapoli.i,  Minn. 

Salt  Lake  City.  Utah 


Pacific  Coast  Representative: 

U.S.  Steel  Products  Co., 

Pacific  Coast  Dept. 

San  Francisco,  Cal.  Portland.  Ore. 

Los  Angeles,  Cal.  Seattle.  Wash. 


Export  Representative ;     L^nited  States  Steel  Products  Co.,  30  Church  Street,  New  York. 


aiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiijiiiiiiiuiiiiiiuiiumiiiiiiiiiiiiiiiiiiiiiiiiiiiaiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiir      aiiiuiiiimiiiiiiiiiiiiiiiniiiiii iiiuiiiiiiuiiiiiriiiiiiiiiiuiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiriiiiiiiiiiiitiiiiiiiuiiiiiimiiiiiiiiiiiiiiii 


Lorain  Special  Trackwork 
Girder  Rails 

Electrically  Welded  Joints 
THE  LORAIN  STEEL  COMPANY 

Johnstown,  Pa. 
Sal««  Office*: 


N*w  York     i 

Dallas  i 


Atlanta  Chicago  Cleveland 

I  Philadelphia  Pittsbur(h 

i                                           Pacific  Coatt  Rcprtstntatioe :  i 

I                                 United  State*  Steel  Product*  Companr  i 

I     Lo*  AnKole*                  Portland                   San  Franciaco                  Seattle  | 

=                                                  Export  Reprementative:  = 

I              United  State*  Steel  Product*  Company,  New  York,  N.  Y.  | 
^ullllimiliiiiiiiiiiilillltlllilliniiiilHiiltiii>iuuiiiuiiiuiiuitiiiiiiiuiiiiiiiiiiiiiiiiiriiiiiiiilillliiiiiiii)iiiiiiiilllllllilllimillliliuuiS 


Bethlehem  Products  for 
Electric  Railways 

Tee  and  Girder  Rails;  Machine  Pitted  Jointi; 
Splice  Bars;  Hard  Center  Frogs;  Hard  Center 
Mates;  Rolled  Alloy  Steel  Crossings;  Abbott  and 
Center  Rib  Base  Plates;  Rolled  Steel  Wheels  and 
Forged  Axles;  Tie  Rods;  Bolts;  Tie  Plates  and 
Pole  Line  Material. 

Catalog  Sent  on  Request 
BETHLEHEM    STEEL    COMPANY.    Bethlehem,    Pm. 

BETHLEHEM 


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aimiiiiiiiiiimmiiiiiiiiiiiiiiiitiiiiiitiimiiiiiiniiiiiHiiiiiimiiiiiuiiiiimimiiiiiHiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiti^  sfMnMiitimiiiiiunimimiiiiiiiiiiiiiiirimiuimiiiiiimmiimiiiiimiiiiiiiiiiHimiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiimiitiiitMi^ 


B.  A.  HEGEMaN,  Jr.,  Preildent        H.  A.  HKGEMAN.  First  Vlce-PrBt.  and  Trwt. 

F.  T.  SARGENT.  Secretary  W.  C.  PETERS.  Vlee-Prea.  Salei  and  Engineering 

National  Railway  Appliance  Co. 

Graybar    Building,    420    Lexlncton    Ave..    Men    York 

BRANCH   OFFICES 

Munsey  Bide.,  Washington.  D.  C.  100  BoylBton  St..  Boeton.  Haas. 

Hegeman-Castle  Corporation.  Railway  Exchange  Building.  Chicago.  111. 


SPECIAL  TRACKWORK 

of  the  famous 

TISCO  MANGANESE  STEEL 


RAILWAY  SUPPLIES 


Tool   Steel   Gears   and  PinionB 
Anfflo-American     VarniBh     Co., 

Varnishes,    Enamels,   etc. 
National  Hand  Holds 
Genesco  Paint  Oils 
Dunham    Hopper    Door    Device 
Garland   Ventilators 
Walter  Tractor   Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.   Pitt  Spring  &  Utg.  Co.. 

SprinffB 


Flaxlinum  Insulation 

Economy  Electric  Devices  Co. 

Power  Savins'  and  Inspection 

Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers, 
Gonsr  Ringers  and  Brake 
Hangers 

Godward  Gas  Generators 

Cowdry  Automotive  Brake 
Testing  Machine 


?SiiiiniiiiMiuiniiiiMiriiiiMnrMiiiiiiiiiiniMiiiiiiiiiiriniiitiiniiiiiiiiiiiiiiniiiiii)iiiiiiiiiiiniiuiiiiiiuiinintiiiitiiitiiiiiiitiiiiiiiniiiniB 
untMUtiiiiiiniiiiiiiiiiu niiiiiitiiiniiiiiiiiiiiiiinnni iMiiiiiJiiiiiiiniiiiiiiiiiiiiiiiiiii Hiiiiiiitiiiiiiiii iiiiniiuimmnw 

I             The  DIFFERENTIAL  CAR  |  | 

Standard  on  |  | 

60  Railways  for  |  | 

Track  Maintenance  f  = 

Track  ConstructioD  I  = 

Ash  Disposal  =  | 

Coal  Hauling  |  | 

Concrete  Materials  =  | 

Waste  Handling  1  | 

Excavated  Materials  E  E 

Hauling  Cross  Ties  |  | 

Snow  Disposal  =  e 

Use  These  Labor  Savers  =  = 


Differential  Crmne  Car  | 

Clark    Concrete   Breaker  | 

Differential  3-way  Auto   Truck  Body  3 

DtfferentiaE   Car  Wheel   Truck  and   Tractor  § 

THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.         f 

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I     WM.  WHARTON  JR.  &  CO.,  INQ      § 

I  EASTON,  PA.  I 

I  Sales  OfBces:  i 

I  Boatoa     Chicago     El  Paao     Montreal      Naw  York     Philadelphia  § 

I  Pitteburgh       San  Francisco       Scranton  | 

^iiiiijiijiiiiiiiiiiiiiiiiiiriiiiiiuriiiiiiiriiiiiriiiiiiiiriiiiriiiiiiiiJiiriiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiJiiiiiiiiiJiiiiiiiiiiiiiiiiJiiiJiiiJiriiiiiH 
uiMiiiiiiitiiMiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiriiiutiitiiiiriiiiiiiiiiiiiiitiiiiMiiiiniiiiiiiiitMiiiMiiiiiiiiiiiiiiiii^ 

TAYLOR 

Coil  and  Elliptic 

SPRINGS 

insure  easy  riding  cars  | 

and  reduce  maintenance  | 

I    TAYLOR  ELECTRIC  TRUCK  CO.     | 

i  TROY,  N.  Y.,  U.  S.  A.  | 

iriiiiiuiiiiiiiiiiiiiiiiiiiimiiiiirmiiiiimiiuiiiiiiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiir: 


December  17, 1927 


ELECTRIC  RAILWAY  JOURNAL 


55 


Searchlight  Section 

USED  EQUIPMENT  CS,  NEW^— BUSINESS  OPPORTUNITIES 

UNTJISPJUATED—RATE  FEU  WORD:                                                    IXFORMATION:  DIKPLAYED—RATK  PER  INCH: 

^     ...,,...,         ^  J        I   ■  .  ,  .  I   to     :i   inches $4.50    an   Inch 

/*o»Uion»    liantea.    4    cents    a   word,   minimum  scr    ^1tlnhenl    in    care   of    any    of    our    oftlce*  .j   (q      7   inches                                  -1  3«    iin   inch 

T5   ceijts  an  insertion,  paynble  In  advance.                     count  10  words  additional  In  undlsplayed  ads.  ^   ti>  14   Inches!!!'..!!!!.!!!    4!l0    an   inch 

Poritiung    Vacant    and   all    other    clasaiflcatlons,  /hwoiwt  of   10  "j^    If  one   payment  is   made   In  Rates  for  larger  apHcea,  oryearlyrates.onrenuest. 

S  tBiits  a  word,  mlnimuro  charge  J2.00,                        advance    for    four    consecutive    Insertions    of  .In  odvfTiUine    inch   is   measured  vertically    ihi 

ProfiOtKUt,  40  cents  a  line  an  Insertlwi.                              undlepiayed  ads    (not  Including   proposals).  ont>  column,  3  columns — 30  Inches — to  a  paae. 


Over  I 

6000 
other 
men 
in  the 

Electric  | 

Railway  | 

Field 
.  will  see 
this  page — 

Then    isn't    this    the    logical    place    to  | 

advertise  any  business  wants  you  raay  | 

have    of    interest    to    Electric   Railway  | 

men  ?     Employment — Business — Equip-  | 

raent  Opportunities,  etc.,  etc.  I 


FOR  SALE 

15  BIRNEY  SAFETY  CARS 

Brill  Built 

West.    608   or   G.    E.   264   Motors 

Care  Complete — Low  Price — Fine  Condition 

ELECTRIC  EQUIPMENT  CO. 

Commonwealiti   Bldg..    Philadelphia.    Pa. 


WANTED 


MOTORS 


i  14 — Second-hand    WcBtinghoufle    532    S.B:  = 

1  Motors.  = 

I  The  Steubenville,  East  Liverpool  &  Beaver  \ 

I  Valley  Traction  Company  = 

I  East  Liverpool,  Ohio  i 


Keep  your  Eye 
on  the 

Searchlight 
Section 

and  your 
Advertisements  in  it 


019T 


POSITION  VACANT 


ADVERTISING  man  for  city  and  inter- 
urban  electric  railway  in  the  East.  P-63, 
Electric  Railway  Journal,  Tenth  Ave.  at 
36th    St.,    New    York. 


POSITIONS  WANTED 


A  TECHNICALLY  trained  engineer  with 
eleven  years'  experience  studying  sched- 
ules, traffic  conditions  and  operating 
methods,  desires  to  make  a  change. 
PW-67,  Electric  Railway  "Journal,  1600 
Arch  St.,  Philadelphia,  Pa. 

EXECUTIVE  —  FMfteen  years'  experience 
managing  light,  power  and  transportation 
properties.  Open  for  other  connections  ; 
personal  reasons  for  desiring  change. 
PW-69.  Electric  Railway  Journal,  Guard- 
ian Bldg.,  Cleveland,  Ohio. 

GENERAL  superintendent  or  manager ;  fif- 
teen years'  successful  experience.  PW-55, 
Electric  Railway  Journal,  Tenth  Ave.  at 
36th   St.,   New   York. 

SUPERINTENDENT,  fifteen  years'  experi- 
ence in  city,  interurban  and  bus  trans- 
portation in  foreign  countries  and  United 
States ;  can  speak  Spanish.  PW-68.  Elec- 
tric Railway  Journal,  Tenth  Avenue  at 
36th  St.,  New  York. 

SUPERINTENDENT  equipment,  M.  M. 
efficiency ;  work  unit  cost  production 
appointnnent  wanted ;  highest  personal 
references ;  25  years'  exjjerience  steam 
electric,  stores ;  wide  bus  experience  in 
London  and  U.  S.  A.  and  public  relations  : 
willing  to  go  anywhere.  PW-70,  Electric 
Railway  Journal,  Tenth  Ave.  at  36th  St., 
New  York. 


We  buy  entire 
Railways  and 
Power  Plants 


COMPANY,  Inc. 

225  Broadway         New  York  City 


We  sell 

Street  Railway 

and  Power 

equipment 


!ia]fflaMMSSiaMSISJSJSMaiai3iaiaJ3ISJSISlSMEIE15JSJSJ3MEMSJBJBHa^^ 
£mHiiiiMiiiimi»iiiMiiiMiriniimiMiiiniiiiiiiiiiimiiNiiiniiijiiiniiiiiiminiiiijiiiiiiiMiiuiiiiiirniiniiijiimmiiijiiijiiiniiijiinjriiirnmjiiijiiMniiimiiiniiiu JiiiiiiiiJiiiiiiiJiimimiiiiiiiiiiiiiiriiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiimiiMimiiiiiiiiiiiJinii" 

I  Built  A  Little  Better 

I  It's  the  extra  care  we  put  into  making  Elliott- 
I        Thompson   Coils   that   makes   them   better   built. 

I  Less  hammering,  less  abuse;  they  slip  into 
1  grooves.  Coil  life  is  longer.  Labor  and  time 
1        are  saved. 

I  It's  the  result  of  37  years  of  knowing  how. 
1        Investigate. 

I  The  Elliott-Thompson 

I  Electric  Co. 

I  Ajax  Bldg.,  Cleveland,  Ohio 

'riniuiiiHiiinMii»iiniiinHiiiiiiiiiiiimMiiMiiiniiMiijiiiiHiiniiiiiMiiiiiniiiiiiiiiiiiMinMi»iiiiiiimiiiiiiiiiiii»i»niiiiiiimiiiriiiiuniiiiiiiiuiiriiiiiiiiniiiiiiimuiiiniiiiiiiiMiiiiiiiiMniMiiii^ 


56 


ELECTRIC  RAILWAY  JOURNAL 


AdTertislng,  Street  Car 
Collier  Inc..  Barron  G. 
Air  Brakes 

General  Electric  Co. 
Westinghouse  Air  Brake  Co. 
Anchors,  Gay 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co, 
Armature  Shop  Tools 
Columbia  Machine  Works  & 
M.  I.  Co. 
Elec.  Service  Supplies  Co. 
Aatomatic  Return  Switch 
Stands 
Ramapo  Ajax  Corp. 
Antomatlc  Safety  Switch 
Stands 
Ramapo  Ajax  Corp. 
Axles 
Bemis  Car  Truck  Co. 
Bethlehem  Steel  Co. 
Brill  Co.,  The  J.  S. 
Carnegie  Steel  Co. 
Cincinnati  Car  Co. 
St.  Louis  Car  Co. 
Standard  Steel  Works  Co. 
Taylor   Electric   Co. 
Westing-house  E.  &  M.  Co. 
Axles.  Front 

Shuler  Axle   Co. 
Axles,    Steel 

Bethlehem   Steel   Co. 
Babbitt    Metal 

National  Bearing  Metal  Co. 
Babbitting    Devices 
Columbia    Machine    Works 
&  M.  I.   Co. 
Badges   and   Buttons 
Elec.    Service    Supplies    Co. 
International  Register  Co. 
Barges,   Steel 
American  Bridge  Co. 
Batteries,    Dry 

Nichols-Lintern     Co. 
Bearings.   Anti-Friction 

Hyatt    Roller    Bearing    Co. 
Bearings  and   Bearing  Metals 
Bemis  Car  Truck  Co. 
Cincinnati   Car  Co. 
Columbia  Machine  Works  & 

M.  I.  Co. 
Drew  Elec.  &  Mfg.  Co. 
Eureka  Copper  Products  Co. 
St.  lK)ui8  Car  Co. 
National  Bearing  Metal  Co. 
Taylor   Electric   Co. 
Westinghouse   E.    &   M.   Co. 
Bearings,    Center    and    Boiler 
Side 
Cincinnati  Car  Co. 
Columbia  Machine  Works  & 

M.  I.  Co. 
Stucki   Co..    A. 
Bearings.  Roller 

Hyatt    Roller    Bearing   Co. 
Bearings,   Roller  and   Ball 

Timken  Roller-Bearing  Co. 
Bells  &  Rnzzers 

Consolidated  Car  Heating  Co 
Bells  and  Gongs 
Brill   Co..    The   J.    O. 
Cincinnati  Car  Co. 
Columbia  Machine  Works  & 

M.  I.  Co. 
Elec.  Service  Supplies  Co. 
St.  Louis  Car  Co. 
Benders,   Rail 

Railway  Trackwork  Co. 
Bodies,   Bus 
Brill  Co..  The  J.  O. 
Cummings  Car  &  Coach  Co. 
Pitziohn    Mfg.    Co. 
St.  Louis  Car  Co. 
Bodv   Material — Haskellte   A 
PI.Tmetl 
Haskellte  Mfg.  Corp. 
Boilers 

Babcock  &  Wilcox  Co. 
Bond  Testers 
American  Steel  &  Wire  Co. 
Elec.  Service  Supplies  Co. 
Bonding  Apparatus 
Amer.  Steel  &  Wire  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Railway  Trackwork   Co 
Una  Welding  &  Bonding  Co. 
Bonds.  Rail 
American  Steel   *  Wire  Co 
Drew  Elec.  &  Mfg.  Co. 
Elec.  Service  Rupnlies  Co. 
Genera!   Electric  Co. 
Ohio  Brass  Co. 
Railway  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 
WestinE-bnnsp  E.   &  M    Co 
Book  Publishers 

McGraw-Hill    Book   Co. 
Brackets  and  Cross  Arms 
fSee  also  Poles,  Ties, 
Posts,    etr.t 
American  Bridge  Co. 
Columbia  Machine  Works  & 

M.  I.  Co. 
Electric  Railway  Equipment 

Co. 
Weo.  Service  Supplies  Co. 
"eneral  Electric  Co. 
TTnbbard  &  Co. 
Obio    Brass   Co. 
p-nke  .Adjusters 
"-ill  Co..  The  J.  e. 
Cincinnati    Car   Co. 
National  Railway  Appliance 

Co. 
Westinghouse    Traction    Br. 
Co. 


December  17,  1927 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric   Railway  Industry 
with   Names   of   Manufacturers   and   Distributors   Advertising    in    this    Issue 


Brake  Shoes 
American  Brake  Shoe  & 

Foundry  Co. 
Bemis   Car   Truck  Co. 
Brill   Co..   The  J.   G. 
St.  Louis  Car  Co. 
Taylor   Electric  Co. 
Brake  Teeters 
National   Railway  Appli- 
ance  Co. 
Brakes,    Brake    Systems   and 
Brake  Parts 
Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine  Works  8l 

M.  I.  Co. 
General  Electric  Co. 
National  Brake  Co. 
St.  Louis  Car  Co. 
Taylor   Electric   Co. 
Westinghouse    Traction 
Brake  Co. 
Brakes,  Magnetic  Rail 
Cincinnati  Car  Co. 
Bridges.    Steel 
American  Bridge  Co. 
Brushes,  Carbon 
Eureka  Copper  Products  Co. 
General    Electric  Co. 
Westinghouse   E.   &.  M.  Co. 
Brushholders 
Columbia  Machine  Works  & 

M.  I.  Co. 
Eureka   Copper  Prod.  Co. 
General  Electric  Co. 
Buildings,  Steel 
American  Bridge  Co. 
Bulkheads 

Haskellte  Mfg.  Corp. 
Bunkers.    Coal 
American  Bridge  Co. 
Bus  Lighting 
National     Railway     Appli- 
ance Co. 
Buses 
Cummings  Car  &  Coach  Co. 
International   Harvester  Co. 
Yellow  Truck  &  Coach  Co. 
Bnses,   Oas.   Electric 
General   Electric  Co. 
Bushings,  Case  Hardened  and 
Manganese 
Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
St.  Louis  Car  Co. 
Cables    (See  Wires  and 

Cables) 
Cambric    Tapes,    Yellow    and 
Black   Varnished 
General  Electric  Co. 
Irvington  Varnish  &  Ins.  Co. 
Mica  Insulator  Co. 
Carbon    Brushes    (See 

Brushes.    Carbon) 
Car   Lighting    Fixtures 

Elec.  Service  Supplies  Co. 
Car  Panel  Safety  Switches 
Consolidated  Car  Heating 

Co. 
Westinghouse  E.  &  M.  Co. 
Car  Steps,  Safety 
Cincinnati  Car  Co. 
Irviriir  Iron  Wnrks 
Car  Wheels,  Rolled  Steel 
Bethlehem  Steel  Co. 
Co. 
Cars.  Dump 
Brill  Co..  he  J.  G. 
Differential    Steel    Car   Co. 
St.  Louis  Car  Co. 
Cars.    Oas-Electrle 
Brill  Co..  The  J.   Q. 
General   Electric  Co. 
Westinghouse  Elec.  &  Mfg. 
Cars,  Oas,  Rail 
Brill  Co..  The  J.  G. 
St.  Louis  Car  Co. 
Cars,  Passenger,  Freight,  Ex- 
press, etc. 
Amer.  Car  Co. 
Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 
Cummings  Car  &  Coach  Co. 
Kuhlman  Car  Co..  G.  C. 
St.  Louis  Car  Co. 
Wason    Car  Co. 
Cars,    Self-Propelled 
Brill  Co.,  The  J.  G. 
Cars,  Second  Hand 

Electric  Equipment  Co. 
'Hastings,  Brass  Composltlol 
or  Copper 
Cincinnati  Car  Co. 
Columbia  Machine  Works  * 

M.    I.    Co. 
Enreka  Copper  Prod.  Co. 
National  Bearing  Metal  Co. 
Castings.  Gray  Iron  and  Steel 
American  Bridge  Co. 
American  Steel  Foundries 
Bemis  Car  Truck  Co. 
Columbia  Machine  Works  & 
St.   Louis  Car  Co. 
Standard   Steel  Works  Co. 

Inc. 
Wm.    Wharton.    Jr.    &    Co.. 
Castings.  Malleable  *  Brass 
Bemis  Car  Truck  Co. 


Columbia  Machine  Works  & 
M.  I.  Co. 

St.  Louis  Car  Co. 
Catchers  and  Retrievers, 
Trolley 
Earn.    C.   I. 

Elec.  Service  Supplies  (Jo. 
Ohio    Brass   Co. 
Wood  Co..  Chas.  N. 
Ceiling    Car 

Haskellte  Mfg.  Corp. 
Ceilings,   Plywood   Panels 

Haskellte  Mfg.  Corp. 
Change  Carriers 
Cleveland  Fare  Box  Co. 
Electric  Service  Supplies  Co. 
Change   Trays 

Cincinnati   Car  Co. 
Circuit-Breakers 
(ieneral  Electric  Co. 
Westinghouse  E.   &  M.   Co. 
Clamps    and    Connectors    for 
Wires  and  Cables 
Electric  Railway  Equipment 
Elec.  Service  Supplies  Co. 
Hubbard   &   Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 
Cleavers 

Oakite   Products.   Inc. 
Cleaners  and  Scrapers,   Track 
(See  also  Snow-Plows 
Sweepers  and  Brooms) 
Brill  Co..  The  J.  G. 
Cincinnati    Car    Cd. 
St.  Louis  Car  Co. 
Coal  and  .4sh   Handling    (See 
Conveying      and      Hoisting 
Machinery) 
Coil     Banding    and     Winding 
Machines 
Columbia  Machine  Works  & 

M.  I.  Co. 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co. 
Coils,   .Armature  and   Field 
Columbia  Machine  Works  & 

M.  I.  Co. 
Elliot   Thompson   Co. 
General   Electric  Co. 
Westinghouse   E.   &  M    Co 
Coils.   Choke    and    Kicking 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Coin   Changers 
Illinois    Motive    Equipment 

Co. 
Johnson    Fare    Box    Co. 
Coin  Counting  Machines 
Cleveland  Pare  Box  Co. 
International    Register  Co. 
Johnson  Fare  Box  Co. 
Coin  Sorting  Machines 
Cleveland  Fare  Box  Co. 
Johnson    Fare    Box   Co. 
Coin    Wrappers 

Cleveland  Fare  Box  Co. 
Commutators.   Parts 

General  Electric  Co. 
Commutator    Slotters 
Columbia  Machine  Works  & 

M.  I.  Co. 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  &  M.  Co 
Wood  Co..  Chas.  N. 
Commutators   or   Parts 
Columbia  Machine  Works  & 

M.  I.  Co. 
Eureka  Conner  Prod.  Co. 
General   Electric  Co. 
Westinghouse  E.  tc  M.  Co. 
Compressors,    Air 
General    Electric    Co. 
Sullivan   Machlierv  Co. 
Westinghouse    Traction    Br, 
Co. 
Compressors,  Gas 

Sullivan   Machinerv   Co. 
Cnmnressors.  Portable 

Sullivan  Machinery  Co. 
Condensers 

Westinghouse  E.  &  M.  Co. 
Connectors.   Solderless 
Westinghouse  E.  &  M.  Co. 
Connectors,     Trailer     Car 
Columbia  Machine  Works  & 

M.  I.  Co. 
Consolidated  Car  Heating  Co 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Controllers  or  Parts 
Enreka    Copper   Prod.    Co. 
General   Electric   Co. 
Westinghotise  E.   &  M.  Co 
Controller   Regnlators 

Elec.   Service  Supplies  Co. 
Controlling  Systems 
General    Electric   Co. 
Westinghouse  E.  &  M.  Co. 
Converters.  Rotary 
General  Electric  Co. 
Westinghouse  E.   Sc  M.  Co. 
Convevlng  A  Hoisting 
Machinery 
.\mprican  Bridge  Co. 
Copper  Wire 
American  Brass  Co. 
American   Steel    &   Wire  Co 
Anaconda  Copper  Mining  Co 


Copper  Wire  Instruments 
Measuring,  Testing  and 
Recording 

American  Brass  Co. 
American  Steel  &  Wire  Co. 
Anaconda  Copper  Mining  Co 
Cord,    Bell,   Trolley,    Renter 
American  Steel  &  Wire  Co. 
Brill   Co..   The  J.   G. 
Elec.  Service  Supplies  Co. 
International    Register    Co. 
Roebling's  Sons  Co.,  J.  A. 
St.   Louis  Car  Co. 
Samson  Cordage  Works 
Cord  Connectors  and  Couplers 
Elec.   Service  Supplies  Co. 
Samson  Cordage  Works 
Wood  Co..  Chas.  N. 
Couplers,  Car 
American  Steel  Foundries 
Brill   Co..   The  J.   G. 
Cincinnati  Car  Co. 
St.   Louis  Car  Co. 
Ohio  Brass  Co. 
Westinghouse  Tr.  Br.  Co. 
Cowl  Ventilators 

Nichols  Lintern  Co. 
Cranes,  Hoist  and  Lift 
Electric  Service  Supplies 

Co. 
Eureka   Copper  Prod.  Co. 
Cross  Arms   (Sc«  Brackets) 
Crossing   Foundations 

International  Steel  Tie  Co. 
Crossing.  Frog  and  Switeh 
Ramapo    Ajax   Corp. 
Wm.  Wharton. Jr. &  Co..  Inc. 
Crossing    Manganese 
Bethlehem   Steel  Co. 
Ramapo  Ajax  Corp. 
Wm.  Wharton.Jr.A  Co..  Inc. 
Crossings 
Wm.    Wharton    Jr.    &    Co.. 
Ramapo  Ajax  Corp. 
Inc. 
Crossings,  Track    (See  Track 

Special  Work) 
Crossings,   Trolley 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 
Cnrtains  &  Curtain   Fixtures 
Brill  Co..  The  J.  G. 
St.  Louis  Car  Co. 
Cutting   Apparatus 
General  Electric  Co. 
Ohio  B'raj»s  Co. 
Railway  Track  Work  Co. 
Una  Welding  &  Bonding  Co. 
Westinghouse  E.  &  M.  Co. 
Dealer's  Machinery  &  Second 
Hand  Equipment 
Elec.  Equipment  Co. 
Tacnny    Housing   Corp 
Derailing    Devices    (9e«   also 

Track   Work) 
Derailing  Switches 

Ramapo    Ajax   Corp. 
Destination    Signs 
Columbia  Machine  Works  & 

M.  I.  Co. 
Electric    Service    Supplies 
Co. 
Detective    Service 

Wish-Service.  P.  Edward 
Door  Operating  Devices 
Brill  Co..  The  J.  G. 
Cincinnati   Car  Co. 
Consolidated  Car  Heating  Co 
National    Pneumatic   Co.. 
Inc. 
Doors   and   Door  Fixture* 
Brill   Co..   The  J.   Q. 
Cincinnati  Car  Co. 
Hale-Kllburn  Co. 
St.  Louis  Car  Co. 
Safety  Car  Devices  Co. 
Doors.   Folding  Vestlbnle 

National  Pneumatic  Co..  Inc 
Drills.    Rock 

Sullivan  Machinery  Co. 
Drills,  Track 
Amer.  Steel  4  Wire  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Drvers.   Sand 
Elec.   Service  Supplies  Co. 
Ohio   Brass   Co. 
Westinghouse  E.  &  M.  Co. 
Ears 
Columbia  Machine  Works  & 

M.   I.   Co. 
Electric  Service  Supplies 

Co. 
General  Electric  Co. 
Ohio   Brass   Co. 
Westinghouse  E.  &  M.  Co. 
Electric  Grinders 

Railway  Trackwork  Co. 
Electric  Rivet  Heaters 
American   Car  &  Foundry 
Motors  Corp. 
Electric  Transmission  Towers 
.American  Bridge  To. 
Electrical  Wires  and  Cables 
Amer.   Electrical  Works 
American  Steel  &  Wire  Co. 
Roebling's    Sons    Co..    John 
A. 
Electrodes.  Carbon 
R.ailwav  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 


Electrodes,   Steel 
Railway   Trackwork   Co. 
Una  Welding  &  Bonding  Co. 
Engineers,     Consulting,    Con- 
tracting  and    Operating 
Beeler,  John  A. 
J.    Rowland   Bibbins 
Buchanan    &   Layng    Corp. 
Day   &   Zlmmermann.    Inc. 
A.  L.  Drum  &  Co. 
Paile  &  Co..  E.  H. 
Ford.   Bacon   &  Davis 
Hemphill  &  Wells 
Hoist.    Engelhardt  W. 
Jackson.  Walter 
Kelker    &    DeLeuw 
MeClellan  &  Junkersfeld 
McGovern.  Halsey 
Richey.  Albert  S. 
Sanderson  &  Porter 
Stevens  &  Wood.  Inc 
Stone  &  Webster 
White  Eng.  Corp.,  The  J.  Q. 
Engines,  Gas,  Oil  or  Steam 
Waukesha  Motor  Corn. 
Westinghouse  E.  &  M.  Co 
Exterior  Side  Panels 

Haskellte  Mfg.  Corp 
Fare  Boxes 
Cleveland  Fare  Box   Co. 
Illinois    Motive    Equipment 

Co. 
Johnson  Fare  Box  Co. 
Percy  Mfg.   Co..  Inc, 
Fare    Registers 
Electric   Service   Sup.  Co. 
Johnson   Fare   Box  Co 
Fences,     Woven     Wire     and 
Fence  Posts 
Acme  Wire  Co. 
Amer.  Steel   *   Wire  Co 
Fenders   and    Wieel   Gnards 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co 
Consolidated  Car  Fender  Co 
St.  Louis  Car  Co. 
Star  Brass  Works 
Wood  Co..  CHias.  N. 
Fibre  and  Fibre  Tubing 

Westinghouse  E.  *  M    Co 
Field  Colls   (See  Coils) 
Floodlights 
Elec.  Service  Supplies  (^. 
General  Electric  Co. 
Floor,    Sub, 

Haskellte  Mfg.  Corp, 
Flooring.  Firenroof 
Irving  Iron  Works 
Flooring.   N'on-Siipning 

Irving  Iron  Works 
Flooring.  Open  Steel 
Irving  Iron  Works 
Flooring.  Steel.  Snbwav 

Irving  Iron  Works 
Flooring,  Ventilating 

Irving  Iron  Works 
Floors 

Haskellte  Mfg.  Corp. 
Forgings 
Brill    Co..   The  J.   G. 
Carnegie  Steel  Co. 
Cincinnati  Car  Co. 
Columbia   Machine    Works 
Eureka   Copper  Prod.   Co. 
Standard    Steel    Works   Co 
Frogs  A  Crossings.  Tee  Rail 
Bethlehem  Steel  Co. 
Ramano  Aiax  Com. 
Wm.  Wharton. Jr. &  Co..  Inn. 
Frogs.   Track    (See  Track 

Work) 
Frogs.   Trolley 
Electric  Service  Supplies  Co 
General  Electric  Co. 
Ohio   Brass   Co. 
Westinghouse  E.  &  M.  Co. 
Fnnneii  Castings 
Wm.    Wharton.    Jr.    &    Co.. 
Inc. 

Furnaces.   Electric,  Steel. 
Melting 

American  Bridge  Co. 
Fnses  and  Fuse  Boxes 
Columbia  Machine  Works  A 

M.   I.   Co. 
Consolidated    Cap    Heating 
Oo. 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Garage  Equipment 
Columbia  Machine  Works  A 
M.  I.  Co. 
Westinghouse  Tr.  Br.  Co. 
Gas  Electric  Drive  for  Buses 
ft  Trucks 
C^neral  Electric  Co. 
Gasoline 
Standard  Oil  Co.  of  Indiana 
Texas  Company 
Gas    Producers 

Westinghouse  E.   A  M.  Co. 
Gates,  Car 
Brill   Co..   The  J.  Q. 
Cincinnati  Car  Co. 
St.  Louis  Car  Co. 
Gear  Blanks 
Bethlehem    Steel   Co. 
Carnegie  Steel  Co. 
Brill   Co.,   The  J.   G. 
Standard   Steel  Works  Co. 
Gear  Cases 

Chillingworth  Mfg.  Co. 
Columbia  Machine  Works  A 

M.   T    Co 
Elec.  Service  Supplies  Co. 
Westinghouse  E.  A  M.  Co. 
(Continued  on  page  58) 


December  17,  1927 


ELECTRIC  RAILWAY  JOURNAL 


57 


■HHiiiimimiiiiuimiiiiHimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiimiiiiiiiiuiiinimiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiMiimiiiiiiu^  ■■■'■■■""■"'■■■(""■"tiiiHiiiiMiiiiiiiiimiiiiiiiiiiiiiiiitiiNiiitiiiiiiiiiiiiiiiiiiiiiiiiinmiiMiiniUMiHMiiiiinimiimiNiimiiiiiiiiiiwnv 


Use 


Aim 


Co 


Electric  Railway 
Automatic  Signals 

for  Accessibility 
and  Reliability 

esr  i«s9  JwS^         Mcjvt 

"American' 

/IjNSULAnNG 
</  Jli^coj^pAwrr 


521     Huntington    St. 
Philadelphia,  Pa. 


Boyerized  Parts: 


Brake  Pins 
Brake  Hansen 
Briike  Levers 
Pedestal  Qibi 
Brake  Fulcnimi 
Turnbuckles 
Center  Beartnss 
Side  Bearlnss 


'^iiniMiiriiiiMiiiMiiiniiiiiiiiiniriiiiininiiiiiiiniiMiittiiiiiiiii!rrr!;:::::.'iiniiiiiiiirMiiiniiMiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin 
aiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiimiiiiiiiiiiiiiiiiiiiimiiiiiiniiiiiiuiiiiiiiiiiiiiiinimiimiiiii^^^ 


Sprlns  Post  Buihlnxs 

Sprlns  Posts 

Bolster      and      Transom 

Chaflns  Platoi 
Mansanese  Brake  Heads 
Manpanese  Truck  Parts 
BushlnKS 
Bronze  Bearings 
McArthur   Turnbuckles 

Can    be    purchased    throagh    the    following 
representatives: 

Economy  Electric  Devices  Co. 

72   W.    Van  Buren  St.,  Chicago,   111. 
F.    F.    Bodler. 

90.1   Mon&dnock  BIdg.,  San  Francisco.  Cal.  = 

W.    F.    MrKenney,  5 

5  4    First   Street,   Portland,   Oregon.  = 

J.    H.    Denton,  S 

1.12  8    Broadway,    New   York   City,    N.    T.  = 

A.    \V.    Arlln.  = 

519    Delta  Bldg.,   Los   Angeles,    Cal.  E 

Bemis    Car    Truck    Company  i 

Springfield,  Mass.  I 

'iiiiiiiiiiiiiiiriiniiiiiiiiiiiuiiniiiiiiiiiiiiiiliiilitiiiiiiiiiiiiiiiniiiiiiiiiiiiiiniiitiiiiiiniiiiiiiiiiiiiiiiiiiiiii iitiiHiiininiMimiiiiiiiinR 


giiiiitiiimi'itnitiiisiimiimii 


i!3B  ^^128 


Type   R-11 
Double   ReclBtar 


International 
Registers 

Made  in  single  and  double 
types  to  meet  requirements 
of  service.  For  hand  or  foot, 
mechanical  or  electric  opera- 
tion. Counters,  car  fittings, 
conductors'    punches. 


Kalamazoo  Trolley  Wheels 


The  International  Register  Co. 

15  South  Throop  Street,  Chicago,  Illinois 


The  value  of  Kalamazoo  Trolley 
Wheels  and  Harps  has  been 
ilemonstrated  by  large  and  small 
electric  railvray  systems  for  a 
period  of  thirty  years.  Being 
exclusive  manufacturers,  wit! 
no  other  lines  to  maintain,  it  is 
through  the  high  quality  of  our 
product  that  we  merit  the  large 
patronage  we  now  enjov.  With 
the  assurance  that  you  pay  no 
premium  for  quality  we  will 
appreciate   your    inquiries 


THE  STAR  BRASS  WORKS 

KALAMAZOO,  MICH.,  U.  S.  A. 


PAIUWA\(  y  TlUmj  f^OMPAN\( 


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Siiiiiiiiiuiiiiii Jiiiiiiimiiii nil iiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiii II iiiiiiuii iiiiiiiiiiiiiiji     ai uiiuiniiiiiiiiiiiiuiiiiiiiiiiiiiiuiii iiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiii 1 iiiin iiiiiiiiiiiiiiiiiiii i| 

I  Efficient  Bus  Heating  | 

I  with  1 

The  N-L  Venti-Duct  Heater         | 

I  THE  NICHOLS-LINTERN  CO.  I 

i  7960  Lorain  Ave.  Cleveland,  Ohio  | 

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iiliiiiniiiiiiiiiiimii Ill 11111:11 mill iiiiiiiiiiiiiiii 111 1 iiiim iiiiiiiiiiiii -^      ^miiiiiiiiimiiTOi 11 1 uiiiiiiiiiviiii iiimiii "iiiii"iii 1 m iiiimi 1 "11 


CAR  COMFORT  WITH 

UTILITY 


HEATERS 

REGULATORS 

VENTILATORS 


S  !i%41-2247  IndiBna  St 
I  ChlcsKO,  lU. 


Wrtte   fr  1328    Broadno)      I 

Catalogue  New  Tork.  v  | 

F"miullllltlllllllllllllllllllllllllllllll"lllllllllllllllllltllllllllllllllllllllllllllilliiiiiiiiii|iiti|||||M|iMII Illlllllllllllllllllll r 


ILLINOIS  MOTIVE 
EQUIPMENT  COMPANY 

J.   D.   Elsom.   President                         •  1 

General  Sales  Agent — The  Air  Rectifier  I 

District  Representatives  = 

Johnson  Fare  Box;      McCIoskey  Bomb  Shell  Torch;  I 

Cinch  Vertical  Swipe;      Pyr-Fly  Spot  Light  i 

35  E.   Wacker  Drive                           Chicago,   Illinois  | 

Tiiiiiiimiiiuiiiiiiiiiiiiiiiiiiitiiiiiiiiti iiitiiiniiHiiiniiiiiiitiimiiiuiittiiiiiiitiiiniitiiiiniiitiiniiiMitiiiiiiiiiiiiiiiii iMiiiiiiiMiia 


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CHILLINGWORTHI 

One- Piece  Gear  Cases        i 

SeamlesH — Kivetleti!4 — hight     Weight        | 

Best    for    Service   —    Uurubllity    and         = 

Economy.     U  rite   Us.  E 

Chillingworth  Mfg.  Co.       | 

Jersey   City,   N.    J,  | 

iUimii''"iMiMii>!MtMiiiMiriiiinimiimitiiiiittiiriniiiiiMiiiiiiiiiiiiiiiriiiiuiiriiiiitiiitiiiiiiiiniiiMiiiiiiiniiniinitr^ 
gmiiiimiiiiiiiitiiiiiiiiiiiiiii ii'iimi iiiiiiiiniiiiiiiitiiiiiiiiiiiiiiiiHiiiiiiijiiiiuiiniiiuiiuiiniiiniiiiiiiiiiiitiiiiiiiiiimiii'js 

1^  IIIIIIIIIIIII  Cd,  Heatir,}.  and   Ventilating         | 


<^^^^ 


PS 


— are  lo  longer  operating  prohlfms.  We  can  (bow  you 
tid'v  to  tase  care  of  botb  with  one  equipment  The  Peter 
Smith  Forced  Ventilation  Hul  .Vtr  Heater  n-lll  ttfe.  In 
addition,  40%  to  6(t%  of  the  cost  of  any  other  ear  h»«i 
Ing    and    Tentilatlns    nyBtem        Write    for    dtitalU 


The   Peter  Smith   Heater  Companv 
6209  Hamilton   Ave.,  Detroit,  Mich. 


I  ^HIIIIIIIIIIIK^ 

i 

^iiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiii'-MiiiiiHiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiuiiR 


H  B  LIFE  GUARDS 

I  PROVIDENCE  FENDERS  | 

=  s 

I  Manufactured  by  = 

I  Consolidated  Car  Fender  COm  Providbncb.  K    I.  | 

I  General  Sales  Ag^ents  | 

I  WENDELL   *   MacDUFFIE   CO.,    110    E.    42ncl   St..    N.    T,   C.      % 

tiiiiiiiiiiiiiiiiiiiiiniiiiiiniiMiirniMiiiniiinimufiiiMiiiiiiMiiMiiiiitiiiiiniMiimnniiiiiiMiiiiiiiiiiiMiiiiiitiriiiMiiMiiK 

aitiiitiiiiiiiiiiiiiiiiiiMirMiiiniiiiiiiitiiiiiiiniiitiiiiiiiniiniiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiii 

STUCKl 

SIDE 

BEARINGS 

A.  STUCKl   CO. 

Oliver  Bldf. 
Pittsburgh,     P«. 
^iiiiiiiiiiiniimiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiuiiiiiiiiiiiniiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiimiiiiimiiiiiiiiiiiiiiiiiiiiiuiiimtiii 


58 


fiLECTRIC  RAILWAY  JOURNAL 


Gears   and   Plniona 

Bemis   Car  Truck   Co. 
Bethlehem  Steel  Co. 
Columbia  Machine  Works  & 

M.  I.  Co. 
Electric    Service    Supplies 

Co. 
General  Electric  Co. 
National    Railway  Appliance 

Co. 
R.  D.  Nuttall  Co. 
Tool    Steel    Gear    &   Pinion 
Co. 
Generators 
General  Electric  Co. 
Leece-Nevitle   Co..    The 
Westinerhouse  E.  &  M.  Co. 
Girder   Rails 
Bethlehem    Steel   Co. 
Lorain    Steel    Co. 
Gongs   ($e«  Bells  and  Gonss) 
CiratiilK,  Steel,  Subway 

Irvine:   Ivor.  Work? 
Grease 

Texas  Company 
Grinders   and    Grinding 
Supplies 
Metal    &   Thermit    Welding 

Co. 
Railway  Trackwork  Co. 
Grinders,  Portable 

Railway  Trackwork  Co. 
Grinders,  Portable  Electric 

Railway   Trackwork   Co. 
Grinding  Bricks  and  Wheels 

Railway  Trackwork  Co. 
Guard   Rail  Clamps 
Ramapo   Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. .Inc. 
Onard    Rails,    Tee    Rail    and 
Manganese 
Ramapo   Ajax  Corp. 
Wm.  Wharton.  Jr.  &  Co. .Inc. 
Guards,   Trolley 
Eiec,  Service  Supplies  Co. 
Ohio  Brass  Co. 
Harps,    Trolley 
Columbia  Machine  Works  4 

M.  I.  Co. 
Elec.  Service  Supplies  Co. 
General  Electric  Co. 
National  Bearing  Metal  Co 
R.  D.  Nutlall  Co 
Star  Brass  Works 
Headlights 
Elec.  Service  Supplies  Co. 
General   Electric  Co. 
Ohio   Brass   Co. 
St.  Louis  Car  Co. 
Headlining 
Columbia  Machine  Works  & 

M.  I.  Co. 
Haskelite   Mfg.    Corp 
Heaters,  Bus 

Nfchols-Lintern    Co. 
Heaters.  Car   (Klectrlr) 
Consolidated    Car    Heating 

ing   Co. 
Gold  Car  Heating  &  Light- 
Railway  Utility  Co 
Smith   Heater  Co..   Peter 

WaP'    '^"'    ""'    *''    *"^ 

Smith  Heater  Co..  Peter 
Heaters,  Car.  Stove 

Smith  Heater  Co..   Peter 
Heaters,  RIeetrie   Rivet 

American  Car  &  Foundry 
Motors  Corn 
Helmets — Welding 

Railway   Trackwork    Co 

Hna  Welding  &  Bonding' Co 
Hoists  and  Mfts 

Columbia  Machine  Works  & 
M.  I.  Co. 

Ford  Chain  Block  &  M.  Co. 
Hoists,  Portable 

Sullivan    Machinery   Co 
Hose,  Bridges 

Ohio  Bras.s  Co. 
Hose,   Pneumatic 

Westinghnuse  Traction 
_   Brake   Co. 
Ignition    Units 

Loece-Neville  Co..  The 
Industrial  Traetors 
^International  Harvester  Co 
Instruments,  Measuring, 
Testing  and    Re<-ordinc 

Amencan   Steel   &  wire  Co. 

General   Electric  Co 

National    Railway    Appli- 
ance Co. 

Westinghouje  E.   &  M.   Co. 
Insulating   CToth,    Paper  and 
Tane 

General  Electric  Co. 

Irylngton  Varnish  &  Ins.  Co. 

Mica  Insulator  Co 

Okonite  Co. 

Okonite-Callender  Cable  Co 
Inc. 

We«tinehonoe  E.  &  M.  Co. 
Insulating  Silk 

Irvinrton  Vamioh  &  Ins.  Co 
Insulating  Varnishes 

Irvington   Varnish  &  Ins.  Co. 
Insolation    (.Sex  nisn  Paints) 

Electric  Railway  Equipment 
Co. 

Electric  Servfre  Sun.   Co. 

Trvlnglon  Varnish  &  Ins.  Co. 

Mica   Insulator   Co. 

Okonite   Co. 

Okonite-Callender  Cable  Co. 
Inc. 

Westinghouse  E.  &  M.  Co. 
Insulation   Slot 

Irvington  Varnish  &  Ins.  Co. 


Insulator  Pins 

Elec.  Service  Supplies  Co. 
iiubbard  &  Co. 
Ohio  Brass  Co. 
Insulators    (See  also  Une 
Material) 
Electric  Railway  Equipment 

Co. 
Elec.  Service  Supplies  Co. 
General    Elet-iric    Co. 
Hemingray  Glass  Co. 
Irving-lon  Varnish  &  ins.  Co. 
Ohio   Brass  Co. 
Westinghouse  B.  &  M.  Co. 
Interior  Side  Linings 
Haskelite  Mfg.  Corp. 
Interurbiui     Curs     (See    Cars 
i'UHseuger,  Freight  JJ^xpress 
etc.) 
Jaeks    (See  also  Cranes, 
Hoists   and   Ufts) 
Columbia  Machine  Wks. 
Elec.  Service  Supplies  Co. 
Oil  Jack  Co. 
Joints,  Rail    (See  Bail  Joints) 
Joornal   Boxes 
Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Cincinnati    Car    Co. 
St.  Louis  Car  Co. 
Lumps,  Guards  and   Fixtures 
Elec.  Service  Sup.  Co. 
Westinghouse  E.  &  M.  Co. 
Lamps.  Arc  and  Incandescent 
(See  also  Headlights) 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Lamps,    Signal    and    Marker 
Eiec.  Service  Supplies  Co. 
Nichols-Lintern    Co. 
Lanterns,    Classification 

Nichols-Lintern  (^o. 
Letter   Boards 
Haskelite    Mfg.    Corp. 
Nichols-Lintern     Co. 
Cincinnati  Car  Co. 
Lighting     Fixtures,     Interior 
Electric    Service    Supplies 
Lighting   Systems 

Lffce-.MeviMc   Co..   The 
lightning  Protection 
Electric   Service   Sup.   Co. 
(Jeneral  Electric  Co. 
Westinghouse   E.   &  M.   Co. 
Line  Material    (See  also 
Brackets.    Insulators, 
Wires,  etc. 
Electric  Railway  Equipment 

Co. 
Electric    Service    Sup.    Co. 
Eureka  Copper   Prod.  Co. 
General    Electric   Co. 
Hubbard  &  Co, 
National  Bearing  Metal  Co. 
Ohio   Brass  Co. 
Westinghouse    E.    &    M.   Co. 
Looking  Spring  Boxes 
Wm.    Wharton.    Jr.    &    Co., 
Inc. 
Locomotives.    Electric 
Cincinnati  Car  Co. 
Cummings  Car  &  Coach  Co. 
General    Electric   Co, 
St.  Louis  Car  Co. 
Westinghouse   E.   &  M.   Co 
Lubricating   Engineers 
Standard  0-1  Co.  of  Indiana 
Universal    Lubricating    Co. 
Lubricants,  Oil  and  Grease 
Standard  O'l  Co.  of  Indiana 
Texas  Company 
Universal  Lubricating  Co. 
Manganese  Parts 
Bemis  Car  Truck  Co. 
Machinery,  Insulating 
Amer.  Insulating  Mach.  Co. 
Manganese  Steel  Castings 
Wm.    Wharton.    Jr.    &    Co.. 
Inc. 
Manganese  Steel  Guard  Rails 
Ramapo   Ajax   Corp. 
Wm.    Wharton.    Jr.    &    Co., 
Inc. 
Manganese   Steel,  Special 
Track   Works 
Bethlehem  Steel  Co. 
Ramapo   Ajax  Corp. 
Wm.    Wharton.    Jr,    &    Co,, 
Inc. 
Manganese    Steel    Switches, 
Frogs   and   Crossings 
Bethlehem  Steel  Co. 
Ramapo  Ajax  Corp. 
Wm.    Wharton,    Jr,    &    Co., 
Inc. 
Mica 

Mica  Insulator  Co. 
Mirrors,    Inside    and    Outside 

Cincinnati    Car  Co. 
Motor  Buses   (See  Buses) 
Motors,    Generators    &    Con- 
trols  for  Gas   Electric  Buses 

General  Electric  Co. 
Motors,   Electric 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Motornuin's  Seats 
Brill  Co..   The  J.  G. 
Cincinnati  Car  Co. 
Electric  Service  Sup.  C!o. 
Hale-Kilburn    Co. 
St.  Louis  Car   Co. 
Wood  Co..  Chas.  N. 
Nuts  and  Bolts 
Bemis  Car  Truck  Co. 
Bethlehem   Steel  Co. 
Cincinnati    Car   Co. 
Hubbard   &  Co. 
Oil 
Texas  Company 


Oil  Purifiers 

De  Laval  Separator  Co. 
Omnibuses    (See  Buses) 
Ovens 

Young   Brothers 
Oxy-Acetylene     (See    Cutting 

Apparatus) 
Packing 
Westuighouse    Traction 
Brake   Co. 
Paints   and   Varnishes 
Electric   Service   Sup.   Co. 
iJ-vinglon    Varnish    &    Ins. 

Co. 
Mica  Insulator  Co. 
Paints  Si   Varnishes,  Railway 
National   Ky.   Appliance  Co. 
Panels,  Outside,  Inside 
Haskelite    Mfg.    Corp. 
Pavement   Breakers 

Sullivan    Machinery  Co. 
Pickups,    Trolley    Wire 
Drew  Elec.  &  Mfg.  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 
Pinion  Pullers 
Drew  Elec.  Sc  Mfg.  Co. 
Elec.    Service    Supplies    Co. 
Wood  Co..  Chas.  N. 
Pinions   (See  Gears) 
Pins,    Case    Hardened,    Wood 
and    iron 
Bemis   Car   Truck   Co. 
Ohio    Brass   Co. 
Westinghouse  Tr.  Brake  Co. 
Pipe  Fittings 
Standard  Steel  Works  Co. 
Westinghouse  Tr.  Brake  Co. 
Planers   (See  .Machine  Tools) 
Plates  for  Tee  Rail  Switches 

Ramapo    Ajax   Corp. 
Pliers,    Rubber    Insulated 

Electric  Service  Sup.  Co. 
Plywood    (Roofs,  Headlining 
Floors,   Interior  Panels, 
Bulkheads.  Truss  Planks) 
Haskelite    Mfg.    Corp. 
Pneumatic    Tools 

Ingersoll-Rand    C!o. 
Pole  Line  Hardware 
Bethlehem  Steel  Co. 
Electric  Service  Sup.  Co. 
General   Electric  Co. 
Ohio  Brass  Co. 
Poles,   Metal   Street 
Bates    Steel    Co..    Walter 
Electric  Railway  Equipment 

Co. 
Hubbard   &  Co. 
Union  Metal  Mfg.  Co. 
Pole    Reinforcing 
Hubbard    &   Co. 
Poles,  Ties,  Posts,  Piling 

and   Lumber 
American  Creosoting  Co. 
Bell    Lumber   Co. 
International  Creosoting  Co. 
Naugle  Pole  &  Tie  Co. 
J.  F.  Prettyman  &  Son 
Poles   J6    Ties,   Treated 
American  Creosoting  Co. 
Bell   Lumber   Co. 
International   Creosoting  Co. 
Poles,    Trolley 
Bell  Lumber  Co. 
Electric  Service  Sup.  Co. 
R.  D.  Niitlall  Co 
Poles.  Tubular  Steel 
Electric  Railway  Equipment 

Co. 
Electric  Service  Sup.  Co. 
Potheads 
Okonite  Co. 

Okonite-Callender  Cable  Co. 
Inc. 
Power   Houses 
.American  Bridge  Co. 
Power   Saving  Devices 
National  Railway  Appliance 
Co. 
Pressings,  Special  Steel 
Cincinnati    Car    Co. 
Pressure  Regulators 
General  Electric  Co. 
Westinghouse  E.    &  M.  Co. 
Westinghouse  Traction 
Brake  Co. 
Pumps,  .4lr  Lift 

Sullivan    Machinery  Co. 
Pumps,   Vacuum 

Sullivan   Machinery  Co. 
Punches,  Ticket 
International  Register  Co. 
Wood  Co.,  Chas.  N. 
Rail  Braces  and  Fastenings 
Ramapo    Ajax   Corp. 
Rail  Grinders  (See  Grinders) 
Rail  Joints 

Carnegie  Steel   Co. 
Rail   Joints — Welded 
Lorain   Steel    Co. 
Metal    &    Thermit    Welding 
Co. 
Ralls,  Steel 
Bethlehem  Steel  Co, 
Carnep-ie  Steel  Co, 
Rail    Welding 
Metal    &    Thermit    Welding 

Co. 
Railway  Trackwork  Co. 
Una  Welding  &  Bonding  Co. 
Railway  Safety  Switches 
Consolidated   Car  Heating  Co 
Westinghouse  E.  &  M.  Co. 
Rattan 
Brill  Co..  The  J.  G. 
Cummlngs  Car  Sc  Coach  Co. 
Electric  Service  Sup.  Co. 
Hale-Kilburn  Co. 
St.  Louis  Car  Co. 


Registers  and  Fittings 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Electric  Service  Sup.  Co. 
International  Register  Co. 
St.  Louis  Car  Co. 
Reinforcement,  Concrete 
Amer.  Steel  &  Wire  Co. 
Bethlehem   Steel   Co. 
Carnegie  Steel  Co. 
Repair  Shop  .\ppllanres   (See 
also  Coil  Banding  and 
Winding    Machines) 
Elec.  Service  Supplies  Co. 
Repair  Work   (See  also  Colls) 
Westinghouse  E.  &  M.  Co. 
Replacers,  Car 
Cincinnati  Car  Co. 
Electric  Service  Sup.  Co. 
Resistances  .  . 

Consolidated  Car  Heating  Co 
General   Electric  Co. 
Resistance,  Wire  and  Tube 
American   Steel    &   Wire  Co. 
Westinghouse  E.   &  M.  Co. 
Retrievers,  Trolley    (See 
Catchers   and   Retrievers, 
Trolley) 
Rheostats 
General  Electric  Co. 
Mica  Insulator  Co. 
Westinghouse  E.  &  M.  Co. 
Rivet   Heaters,  Electric 
American  Car  &  Fdry 
Motors    Corp. 
Roofing,   Car 

Haskelite  Mfg.  Corp. 
Roofs,  Car  A  Bus 

Haskelite  Mfg.  Corp. 
Sanders,   Track. 
Brill  Co..  The  J.  G. 
O.  M.  Edwards  Co..  Inc. 
Electric  Service  Sup.  Co. 
Nichols-Lintern  Co. 
Ohio  Brass  Co. 
St.  Louis  Car  Co. 
Sash  Fixtures,  Car 
Brill   Co..   The  J.   G. 
Cincinnati  Car  Co. 
St.   Louis  Car  Co. 
Sash,  Metal,    Car  Window 

Hale-Kilburn   Co. 
Scrapers,   Track    (See   Clean- 
ers and  Scrapers,  Track) 
Screw  Drivers,  Rubber 
Insulated 
Electric  Service  Sup.  Co. 
Seating   Materials 
Brill  Co..  The  J.  G. 
Fitzjohn   Mfg.  Co. 
Hale-Kilburn    Co. 
Haskelite  Mfg.  Corp. 
St.  Louis  Car  Co. 
Seats,  Bus 
Brill  Co..  The  J.  G. 
Hale-Kilhurn    Co. 
St.   Louis   Car  Co. 
Seats,  Car   (See  also  Rattan) 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Hale-Kilburn  Co. 
St.  Louis  Car  Co. 
Second  Hand  Equipment 
Electric    Equipment    Co. 
Tacony   Housing   Corp. 
Shades,   Vestibule 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Shovels 
Brill  Co..  The  J.  G. 
Hubbard  &  Co. 
Shovels,   Power 

Brill  Co..  The  J.  G. 
Side  Bearings    (See  Bearing 

Center  and   Side) 
Signals,  Car  Starting 
Consolidated   Car  Heating  Co 
Electric  Service  Sup.  (bo. 
National  Pneumatic  Co., 
Inc. 

Signals,  Indicating 

Nichols-Lintern   Co. 
Signal  Systems.  Block 
Electric  Service  Sup.  Co 
Nachod  &  U.  S.  Signal  Co. 
Wood  Co..  Chas.  N. 
Signal   Systems,  Highway 
Crossing 
Nachod  &  U.  8.  Signal  Co. 
Signals,  Warning 

American    Stombos    Co. 
Slack    Adjusters    (See    Brake 

Adjusters) 
Slag 

Carnegie  Steel  Co. 
Sleet  Wheels  and  Cutters 
Cincinnati  Car  Co. 
Columbia  Machine  Works  & 

M.   I.  Co. 
Electric  Railway  Equipment 

Co. 
Electric  Service  Supplies  Co. 
Eureka  Copper  Products 

Co. 
National  Bearing  Metal  Co. 
R.  D.  Nuttall  Co. 
Smokestacks,  Car 

Nichols-Lintern   (3o. 
Snow    Plows 
National  Railway  Appliance 

Co. 
Snow-Plows,     Sweepers    and 
Brooms 
Brill  Co.,  he  J.  G. 


December  17,  1927 

Columbia  Machine  Worka 

&  M.  I.  Co. 
Consolidated  Car  Fender  Co. 
Cummlngs  Car  &  Coach  Co. 
St.  Louis  Car  Co. 
Snow  .Sweeper,  Rattan 

J.  G.  Brill. Co. 
Soldering    and    Brazing    Ap- 
paratus   (See    Welding 
Processes    and    Apparattis) 
Special    Adhesive    Papers 

Irvington   Varnish  &  Ins.  Co. 
Special   Trackwork 
Bethlehem   Steel   Co. 
Wm.  Wharton.  Jr.  &  Co.,  Ine, 
Lorain  Steel  Co. 
Spikes 

American   Steel    &  Wire  Co. 
Splicing  Compounds 

Westinghouse  E.  &  M.  Co. 
Splicing  Sleeves  (See  Clamps 

and    Connectors) 
Springs 
National    Railway    Appli- 
ance  Co. 
Springs,  Car  and  Track 
American   Spiral   Spring  Co. 
American    Steel    Foundries 
Amer.  Steel   &  Wire  Co. 
Bemis  Car  Truck  (jo. 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
St.  Louis  Car  Co. 
Standard  Steel  Works  Co. 
Taylor   Electric  Co. 
Sprinklers,   Track   and   Road 
Brill   Co..   The  J.   G. 
Cummlngs   Car  &  Coach  Co. 
St.  Louis  Car  Co. 
Stair   Steps,   Safety 
Irving-  Iron  Works 
Steel  and  Steel  Products 
American  Steel  &  Wire  Co. 
Carnegie  Steel  Co. 
Steps,  Car 
Brill  Co..  The  J.  G. 
Cincinnati   Car  Co. 
Irvine  Iron  Works 
Stokers,  Mechanical 
Babcock  &  Wilcox  Co. 
Westinghouse  E.  &  M.  Co. 
Stop   Signals 

Nichols-Lintern    Co. 
Storage    Batteries     (See    Bat- 
teries,  .Storage) 
Strain,    Insulators 
Electric  Service  Supplies  Co. 
General   Electric  Co. 
Ohio   Brass   Co. 
Westinghouse  E.  &  M.  (Do. 
Strand 
American  Sleel  &  Wire  Co. 
Roeblings   Sons   Co..   J.    A. 
Street    Cars    (See    Cars,    Pas- 
senger,   Freight.    Express, 
etc.) 
Superheaters 

Babcock   &  Wilcox   Co. 
Sweepers,    Snow     (See    Snow 
Plows,  Sweepers  and 
Brooms) 
.Switch    Stands    and    Fixtures 

Ramapo  Ajax  Corp. 
Switches 
Eureka  Copper  Products 

Co. 
General   Electric  Co. 
Switches.   Selector 

Nichols-Lintern  Co. 
Snitches    and    Switchboards 
Consolidated  Car  Heating 

Co. 
Electric   Service   Sup.   Co. 
Westinghouse  E.  &  M.  Co. 
Switches,   Tee   Rail 

Ramapo  Ajax  Corp. 
Switches,   Track    (See   Track 

Special  Work) 
Tampers,  Tie 

Railway   Trackwork   Co. 
Tapes  and  Cloths    (See  Insu- 
lating   Cloth,     Paper     and 
Tane) 
Tee  Rail  Special  Track  Work 
Bethlehem  Steel  Co. 
Ramano    Ajax    Corp. 
Wm.  Wharton.  Jr.  &  Co..  Inc. 
Telephones    and    Parts 

Electric  Service  Sup.  Co. 
Telephone  &  Tclegranh  Wire 
American  Steel  &  Wire  Co. 
.T.   A.   Roebline's   Sons  Co. 
Testing  Instmmentn   (See  In- 
struments. Electrical  Meas- 
uring, Testing,  etc.) 
Thermostats 
Consolidated  Car  HeatingCo. 
Gold  Car  Heating  &  Light- 
ing Co. 
Railway  Utility  Co. 
Smith   Heater  Co..   Peter 
Ticket   Choppers  St  Destroyers 

Electric  Service   Sup.   Co. 
Ties  and  Tie  Rods,  Steel 
.American  Bridge  Co. 
Carnegie  Steel  Co. 
International    Steel    Tie    Co. 
Ties.  Wood  Cross    (See  Poles 

Ties,  Posts,  etc) 
Tires 
General   Tire  Co. 
Kelly  Springfield  Tire  Co. 
Tokens 

Johnson   Fare  Box  Co. 
Tongue    Switches 
Wm.    Wharton.    Jr.    t    (V).. 
Inc. 
(Continued  on  page  60) 


December  17,  1927 

{iiinllllltiiiiiiiiiiillliiimilllltlliMiiilimiilililiiillMlimili 


ELECTRIC  RAILWAY  JOURNAL 


59 


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I  "The  Standard  for  Rubber  Insulation" 

\    INSULATED  WIRES 
I  and  CABLES 

I   "O konite," " M anson,"  and  Dundee  "A"  "B"  Tapes 

I  Send  for  Handbook 

The  Okonite  Company 
The  Okonite-Callender  Cable  Company,  Inc. 

Factories,  Passaic,  N.  J.  Paterson,  N.  J. 

Salet    Offlcea:     New  York     Chicago     Pittsburgh     St.  Louis     Atlwit* 

BirmiDKham     San  Francisco     Lob  Ang:eles     Seattle 

Pettingell-Andrews    Co.,    Boston.    MiB».  j^^ 

r    D.  Lawrence  Electric  Co..  CindnniU,  0.        ^^T 

Novelty  Electric  Co..   Phlla.,  Pa.  /^ 

Can.    Rep.:    Engineering   MaterialB    Limited.    Montreal.  | 

Cu^dn    Rep.:    Victor   O.    Mendoza    Co.,    Havana.  = 

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FARE 


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BOXES  for  BUSES 

Let   us   tell   you   of   this   especially   de- 
signed   box  for   this   class   of   service. 


The  Cleveland  Fare  Box  Co. 

4900  Lexington  Ave.,  Cleveland,  O. 

Canadian    Cleveland   Fare   Box   Co..   Ltd. 
Preston.  Ontario 


I      CpgNTiNO  And  Sorting  Machines  Cg^g?ll^ Tokens      | 

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Arc  Weld 


Rail  Bonds 


AMELECTRIC  PRODUCTS 
BARE  COPPER  WIRE  AND  CABLE 


TROLLEY  WIRE 


WEATHERPROOF  WIRE 
AND  CABLE 


AND  ALL  OTHER  TYPES 


Descriptive  Catalogue  Furnished 


I  American  Steel  8C  Wire  Company  | 

1      New  York  Boston  PlttsbuvKb      E 

=     4'hleaeo  CleTelund  Denver  | 

I  V.   S.    Steflt  Product!  Co  | 

=     San  Francisco  Los  .Angeles  Portlaod  8«snlv      | 

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1  NAIHHX  POLES  ' 

WESTERN  £  NORTHERN  CEDAF 


NAUGILE  POLE  ^  TIE  CO, 

59  E.  MADISON  ST.   CHICAGO  ILL. 

Ken' York ■  Coltimbus  ■  Kansas  City  ■  Spokane  ■  Vancoutier-Bosloi 


Ber-  n.  S.  Pat.  Office 


PAPER  INSULATED 
UNDERGROUND  CABLE 


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CAR  HEATING  Sc  LIGHTING  CO.    I 
220  36th  St.,  Brooklyn,  N.  Y.  | 

ninn-TDir  hcaxrdc      with  open  coil  or         | 
bLbC  1 KH.^   MbA  1  bKs     enclosed  elements         I 

THERMOSTAT  CONTROL— VENTILATORS      I 


I  MAGNET  WIRE 

I  AMERICAN  ELECTRICAL  WORKS 

I  PHILLIPSDALE,  R.  I. 

=  Chicago.    20-32    Weat    Randolph    Street. 

i  Cincinnati,   Traction  Bldl. :   Nen  York,    100   E.    42Dd   Bt 

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I       Chapman 

I  Automatic  Signals 

I  Charles  N.  Wood  Co.,  Boston 

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GOLD 


WRITE  FOR  NEW  CATALOGUE  | 

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^^^& 


RodfWireand  Cable  Products 


ANACONDA  anaconda  copper  mining  company 

ftomm™t^«nsum.,      .j.^^    AMERICAN    BRASS    COMPANY 
"•••tJ""  General  Offices    -    -    25  Broadway,  New  York 

ANACONDA  TROLLEY  WIRE 


?aniiniiiiMiiii<iiiiiiiniiiiiiiiiiiiiii(tiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiinriiiiiiiiiiniifiiiriiiiimi(r 

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NORTHERN 


BELL^ 

CEDAR  POLES. 


WESTERN 


BUTT  TREATING 
ALL  GRADES 


TIES 
BELL    LUMBER   CO.,  UTinneapalis,  Minn. 


I 


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iiiimrimimirmMiirmiimiimiimiiiiMiirmiimiiii 

CREOSOTED 

RaiJroad  Cross-ties;  Switch-ties;  Bridge  Tim-  = 

bers;  Construction  Timbers;  Mine  Timbers;  | 

Lumber;  Piling;  Poles;  Posts  and  other  | 

Forest  Products  i 


SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD 


l.FPretturr\on,&  Sons  I  I 

\J  Wood   Pieyervinp    Planr  i    i 


Wood   Pieyervinp    Planr 
1  Chai'lej-ton  ,S.C.  ? 

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Tr»de  M«rk  Reg.  U.  S.  Pit.  Off.  = 

=     Made   of    extra  quality   stock    firmly   braided    and   smoothly   flnlshcd  i 

Carefully    insiMCted    and    ruaranteed    free    from    flaws.  | 

Samples    and    information    rladly    sent.  3 

SAMSON  CORDAGE  WORKS,  BOSTON,  MASS.         = 

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60 


ELECTRIC  RAILWAY  JOURNAL 


December  17,1927 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Page 

Acme  Wire  Co..  The 47 

American   Brass   Co..    The 59 

American  Bridge  Co 54 

American  Car  Co 61 

American  Car  &  Foundry  Motors 

Corp Insert  11-12-13-14 

American  Creosoting-  Co 37 

American    Electrical    Works. ...  59 

American  Insulating  Mach.  Co.  .  57 

American  Steel   &  Wire  Co 59 

American  Steel  Foundries 6 

American  Strombos  Co.,  The.  ...  51 
American  Spiral  Spring  Mfgr.  Co.. 

Insert  1112b 

Anaconda  Copper  Mining  Co.  . .  .  5li 

Babcock  &  Wilcox  Co 63 

Bates  Exp.  Steel  Truss  Co 53 

Beeler    Organization,    The 62 

Bell  Lumber  Co 59 

Bemis  Car  Truck  Co 67 

Bethlehem   Steel   Co 54 

Bibbins.  J.  Rowland 53 

Bridgeport  Brass  Co 20 

Brill  Co..  The  J.  G 61 

Buchanan  &  Layng  Corporation..  62 

Carnegie  Steel  Co 51 

Chillingworth  Mfg.  Co 57 

Cincinnati  Car  Co 16-17 

Cleveland  Fare  Box  Co..  The.  ...  59 
Collier.  Inc.,  Barron  G ..  Front  Cover 
Columbia  Machine  Works 

&  M.  I.  Co.,  The 48 

Consolidated   Car  Fender  Co.. 

The   57 

Consolidated  Car  Heating  Co . . .  63 

Cummings  Car  ft  Coach  Co ... .  8 

Dayton  Mechanical  Tie  Co., 

Insert  43-44 

Day  &  Zimmermann.  Inc 52 

De  Laval  Separator  Co 41 

Differential  Steel  Car  Co..  The.  .  64 

Drum  &  Co.,  A.  L 52 


Page 

Earn.   C.   1 48 

Electric   Equipment   Co 66 

Electric  Railway  Equipment  Co.  49 
Electric  Service  Supplies  Co ...  .      9 
Elliott-Thompson  Electric  Co., 
The    56 

Faile  &  Co..  E.  H 62 

Fitriohn  Mfg.  Co 29 

Ford.  Bacon  &  Davis.  Inc 62 

Ford  Chain  Block  Co..  .Insert  1112b 
"For  Sale"  Ads 65 

General  Electric  Co .  .  22,  Back  Cover 

General  Tire  Co..  The 26b 

Gold  Car  Heating  &  Ltg.  Co...    59 

Graham  Bros 30-31 

Griffln  Wheel  Co 48 

Hale  ft  Kilburn  Co 32 

Haskelite  Mfg.  Corp 60 

'"Help  Wctnted"  Ads 66 

Hemingway  Glass  Co 60 

Hemphill   &  Wells    52 

Hoist.  Englehardt  W 52 

Hubbard  ft  Co 69 

Hyatt   Roller  Bearinr  Co 34 


Illinois  Motive  Equipment  Co.  . .  57 
International  Creosoting  & 

Constr.  Co 39 

International  Harvester  Co 27 

International  Oxygen   Co 60 

International    Register   Co 67 

International  Steel  Tie  Co 7 

Irving  Iron  Works  Co 38 

Irvington  Varnish  &  Insulator 

Co 63 

Jackson.  Walter 62 

Johnson   Fare   Box   Co.  .  .' 60 


Page 

Kerite   Insulated   Wire  ft  Cable 

Co 51 

Kelker.  DeLeuw  &  Co 63 

Kelly-Springfield  Tire  Co 26 

Kuhlman  Car  Co 61 

Leece-Neville  Co.,  The 28 

Lorain  Steel  Co.,  Ttie 54 

McCardell  Co..  J.  E 40 

McClellan  &  Junkersfeld 62 

McGovern,   Halsey    62 

McGraw-Hill  Book  Co..  The....  46 

Mica  Insulator  Co 61 

Metal  &  Thermit  Corp 21 

Nachod  and  Cnited  States  Signal 

Co.,    Inc 49 

National    Bearing  Metals   Corp.  .  60 

National  Brake  Co..  Inc 23 

National  Pneumatic  Co 16 

National  Railway  Appliance  Co.  54 

Naugle  Pole  ft  Tie  Co 59 

Nichols-Lintem  Co..  The 67 

Nuttall  Co..  R.  D 42 

Oakite  Products,  Inc 40 

Ohio    Brass  Co 6 

Okonite-Callender  Cable  Co.,  Inc.. 

Hie     59 

Okonite  Co.,  The 69 

Percy  Mfg.  Co.,  Inc S.l 

Positions  Wanted  and  Vacant.  .  .  55 

Prettyman  &  Sons,  J.  F 50 


Railway    Track-work    Co 4 

Railway  Utility  Co 57 

Ramapo-Ajax    Co 67 

Richey,  Albert  S 62 

Roebling's  Sons  Co..   John   A...  53 


Page 

St.  Louis  Car  Co 18-19 

Salzburg  Co..  Inc.,  H.  E 56 

Samson  Cordage  Works 50 

Sanderson  &  Porter 62 

Seardilight  Section 66 

Shuler   Axle  Co 47 

Smith  Heater  Co..  Peter 57 

Standard  Oil  Co 36 

Standard  Steel  Works  Co 45 

Star    Brass   Works 67 

Steubenville.    East   Liverpool   ft 

Beaver  Valley  Traction  Co .  . .  55 

Stevens  ft  Wood.  Inc 62 

Stone  ft  Webster 62 

Stucki  Co  .  A 67 

Sullivan  Machinery  Co 46 

Tajlor  Electric  Truck  Co 54 

Texas  Co..  The 35 

Tool  Steel  Gear  ft  Pinion  Co.. 

Insert  1112a 


Una  Welding  &  Bonding  Co 63 

Universal  Lubricating  Co 63 

"Want"   Ads    65 

Waaon  Mlg.  Co 61 

Waukesha   Motor   Co 33 

Westinghouse  Electric  &  Mfg.  Co.    2 
Westighouse  Traction   Brake  Co.  10 

Wharton.  Jr.  ft  Co.,  Wm 54 

"What  and  Where  to  Buy". 

56-68-60 
White  Engineering  Corp.,  J.  G..  62 
Willard  Storage  Battery  Co.... 26a 
Wish  Service.  The  P.  Edw ....  53 
Wood  Co.,  Chas.  N 69 


Yellow  Truck  ft  Coach  Mfg.  Co.. 

24-25 
Young  Bros Insert  1112b 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  58 


Tool   Steel 

Bethlehem  Steel  Co. 
Carnegie  Steel  Co. 
Tools.  Track  &  MUcellaneoiu 
Amer.  Steel  &  Wire  Co. 
Columbia  Machine  Worka  & 

W.   I.   Co. 
Electric  Service  Sup.  Co. 
Hubbard   &   Co. 
Railway   Trackwork  Co. 
Torches.  Acetylene   (See  Cnt- 

tins    Apparataa) 
Towen*    and    Transmission 
Stractures 
Bales  Exp.  Steel  Corp. 
Westinphouse  E.   &  M.  Co. 
Tower    Wagons   &   Transmis- 
sion   Structures 
MaoCardell   &  Co..  J.   R. 
Track  Expansion  Joints 
Wm.    Wharton.    Jr    &    Co.. 
Inc. 
Track  Grinders 
Metal    &    Thermit    Welding 

Co. 
Railway    Trackwork    Co. 
Ramapo    Ajax    Corp. 
Una  Welding  &  Bonding  Co. 
Track,    Special    Work 
Bethlehem   Steel   Co. 
Columbia  Machine  Works  & 

M.   I.   Co. 
Kamapo  Ajax  Corp. 
Wm.    Wharton.    Jr.    &    Co.. 
Inc. 
Trackless  Trolley  Cars 
Brill    Co..    The   J.    G, 
St.  Irf)ui8  Car  Co. 
Transfer    Tables 
American  Bridge  Co. 
Transfers    (See  Tickets) 


Transformers 

General    Electric   Co. 

Westinghouse  E.  &  M.  Co. 
Transmission   Towers.   Struc- 
tures 

American  Bridge  Co. 
Treads  Safety  Stair  Car  Step 

Cincinnati    Car    Co. 

Irving  Iron  Works 
Tree.    Wire 

Okonite   Co. 

Okonite-Callender  Cable  Co. 
Trolley  liases 

National  Bearing  Metal  Co. 

R.  D.  Nuttall  Co. 

Ohio  Brass  Co. 
Trolley  Bases,   Retrieving 

R.   D.   Nutt.'iH  Co. 

Ohio   Brass   Co. 
Trolley    Buses 

Brill   Co..   The  J.   G. 

Westinghouse  E.  &  M.  Co. 
Trolley   Material    (Overhead) 

Electric  Service   Sup.   Co. 

General   Electric  Co. 

National  Bearing  Metal  Co. 

Ohio  Brass  Co. 

Westinghouse  E.  &  M.  Co. 
Trolley    Wheel    Bushings 

National  Bearing  Metal  Co. 

Slnr  Brass  Works 
TroUey  Wheels    (See  Wheels. 

Trolley ) 
Trolley  Wire 

American  Brass  Co. 

Amer.    Electrical    Works 

American    Steel    Foundries 

Amer.  Ste^l   &  Wire  Co. 

Anaconda  Copper  Min.  Co. 

Bridgeport  Brass  Co. 

Roeblings  Sons  Co..  J.  A. 


Trolleys  and  Trolley  Systems 

Ford  Chain  Block  &  M.  Co. 
Trucks.   Car 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Cincinnati   Car   (Jo. 

Cummings  Car  &  Coach  Co. 

St.  Louis  Car  Co. 

Taylor   Electric   Co. 
Trucks,   Motor 

International  Harvester  Co, 
Truss  Planks 

Haskelite   Mfg.    Corp. 
Tubing,     Yellow     and     Black 
Flexible  Varnish 

Trvingion  Varnish  &  Ins.  Co. 
Turbine,  Steam 

Genera]   Electric   Co. 

Westinghouse  E.  &  M.  Co. 

Turnstiles 

EI.ectric    Service    Sup.    Co. 

Percy  Mfg.  Co..  Inc. 
Turntables 

American  Bridge  Co. 

Electria  Service  Supplies  Co. 
Valves 

Ohio   Brass   Co. 

Westinghouse    Tr.    Br.    Co. 
A'arnished    Papers    and    Silks 

Irvington  Varnish  &  Ins.  Co. 
Ventilators 

National  Ry.  Appliance  Co. 
Ventilators,   Car 

Brill   Co..   The  J.   G. 

Cincinnati  Car  Co. 

Consolidated  Car  Heating  Co. 

Nichols-Lintern    Co. 

Railway  Utility  Co. 

St.   Louis   Car  Co. 
Vestibule   Linings 

Haskelite   Mfg.    Corp. 


Welded  Rail  Joints 

Lorain   Steel   Co..   The 

Metal  St.  Thermit  Corp. 

Railway  Trackwork  Co. 

Una  Welding  &  Bonding  Co. 
Welders.   Portable   Electric 

General  Electric  Co. 

Ohio  Brass  (k>. 

Railway  Trackwork  Co. 

Una  Welding  &  Bonding  Co. 

Westinghouse  E.  &  M.  Co. 
Welders,  Rail  Joint 

General   Electric  Co. 

Ohio   Brass   Co. 

Railway  Trackwork   Co. 
Welding   Processes  and 
Apparatus 

Metal    &    Thermit    Welding 
Co. 

Ohio  Brass  Co. 

Railway  Trackwork  Co. 

Una  Welding  &  Bonding  Co. 

Westinghouse  E.  &  M.  Co. 
Welding  Steel 

Railway   Trackwork   Co. 

Una  Welding  &  Bonding  Co. 
Welding  Wire 

American   Steel   &  Wire  Co. 

Railway  Trackwork   Co. 

Roebling's  Sons  Co..  J.  A. 
Welding  Wire  and  Rods 

Railway  Trackwork  Co. 
IMieel    Guards     (See    Fenders 

and  Wheel  Guards) 
Wheel   Presses    (See  Machine 

Tools) 
Wheels,  Car.  Cast  Iron 

Griffln    Wheel    Co. 
Wheels.  Car  Steel  ft  Steel  Tire 

American  Steel  Foundries 

Bemis  Car  Truck  Co. 


Carnegie  Steel  Co. 

Standard  Steel   Works  Co. 
Wheels,  Trolley 

Columbia  Machine  Works  & 
M.  I.  Co. 

National  Bearing  Metal  Co. 

Electric  Railway  Equipment 
Co. 

Electric  Service  Supplies  Co. 

Eureka  Copper  I*rod.  Co. 

R.  D.  Nuttall  Co. 

Star  Brass  Works 
Wheels,    Wrought   Steel 

Carnegie  Steel  Co. 
Whistles.  Air 

Ohio  Brass  Co. 

Westinghouse  E.  &  M.  Co. 

Westinghouse    Traction 
Brake  Co. 
Window  Guards  A  Fittings 

Cincinnati  Car  Co. 
Wire  Rope 

Amer.  Steel  &  Wire  Co. 

Roebling's   Sons   Co.,  J.   A. 
Wires  and  Cables 

Acme  Wire  Co. 

American  Brass  Co. 

Amer.  Electrical  Works 

Amer.   Steel   &  Wire  Co. 

Anaconda  Copper  Min.  Co. 

Bridgeport  Brass  Co. 

General   Electric  Co. 

Kerite    Insulated    Wire    and 
Cable  Co. 

Okonite  Co. 

Okonite-Callender    Cable  Co. 

Roebling's  Sons  Co..  J.  A. 

Westinghouse  E.  &  M.  (3o. 
Wood  Preser^'atives 

American  Creosoting  Co. 


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HASKELITE  ROOF: 


Haskelite   Manufacturing  Corporation, 
133  West  Washington  Street,  Chicago 


PLYMETL  SIDE  PANELS 


fliiiitiiiiiimiiiHitiiiiiiiiiiiiiiimimiiiiimiiiiiininiimiiiiimmiiniiiriiiiimiiminiimiiiiiminiiiuiiniimiiiiiiuiniiiniiiiiitiiiiiHi: 


INDUSTRIAL    GASES 


ACETYLENE 
OXYGEN 


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HYDROGEN 
NITROGEN 


I     Quick   shipment    and    low   prices    also    on    cylinders,    valves,   torches.  £ 

=     regulators  and  supplies.  S 

I    International    Oxygen    Co.,    Main    Offices:    Newark,    N,    J.  i 

i     Branches :  New  York  Pittsburgh  Toledo  | 

^uiuinmimiiiwiiHnutnitiiiiiHitiiiiiiinimMnuuiHiiiiiniiiwniiiiiiuiiiniiiiiiiiniiiiiitiiiiiiiiniiiiiHifliiiiniiiiiiiiiiiiiiiiiuu 


December  17, 1927 


ELECTRIC  RAILWAY  JOURNAL 


Brill  1928  Model—  

for  Riders  and  Revenue 


The  popular  acclaim  given  the 
Brill  1928  Model  Electric  Car 
upon  its  first  public  introduction 
indicates  to  some  extent  at  least 
that  it  appeals  to  the  car  rider. 
Its  low  racy  appearance,  beauti- 
ful interior,  full  vision  windows 
and  seat  comfort  came  in  for 
their  share  of  approval. 

After  all,  what  does  it  all  mean? 
A  type  of  rolling  stock  which 
appeals  to  the  public  is  sure  to 
show  results  in  revenue.  The 
public  is  pleased,  and  as  a  result 


the  operating  company  enjoys 
the  larger  return  on  their  invest- 
ment to  which  they  are  entitled. 

Somehow  or  other  the  public 
will  ride.  The  Brill  1928 
Model  Electric  Car  is  so  de- 
signed and  equipped  that  the 
electric  railways  placing  it  in 
service  will  be  prepared  to  fur- 
nish the  kind  of  service  the  pub- 
lic wants  and  will  use.  For 
riders  and  revenue — the  two- 
fold purpose  of  the  Brill  1928 
Model. 


The  J.  G.  Brill  Company 

Pl-IIL.A.OE:L.|3|-iIA.,  Pa.. 


i 

i 

American   Car    Co    —       C.C.  Kuhlman  Car  Co.     —     Wason    Manfc  Co. 

ST.    t.OUIS     r-IO.  Ct-CVCt.ANO,OMiO.  BPF?  ifN*OFIEI_D.  MASS. 


EI.FXTRIC  RAILWAY  JOURXAL 


FTER  a  hard  winter,  with  its  strains  and  heavy 
>^  going,  bus  operators  find  their  Gas-Electrics  in 

much  better  shape  than  the  mechanical-drive  buses. 

This  means  lower  maintenancfe  and  depreciation. 

Abuse  such  as  racing,  stalling,  or  jerky  applications 
ot  power  is  impossible  with  Gas-Electric  drive. 

Gas-Electric  equipment  is  now  available  in  three 
standard  sizes— for  light  and  medium  duty  in  city 
and  mterurban  service,  and  double-deck  for  city 
operation. 


^ 


AL  ELEeTRIC 


iBM< 


ELECTRIC  RAILWAY 

JOURNAL 


y-Hill  Publishing  Company,  Inc. 


DECEMBER  24,  1927 


*''>»»7)ff'«:"---T'-' 


nsnosm^''"-'^^ 


Twenty  Cents  per  Copy 


Roller  l£. 


Not  only  in  all  types  of  electric 
motors,  but  in  railroad  journal 
service  Timken  economy  and  en- 
durance records  are  phenomenal. 
Timken  results  come  only  from 
Timken  POSITI VEL  Y  ALIGNED 
ROLLS,  Tirnken  tapered  con- 
struction and  Timken  elect  rir  steel. 


Timken-equipped  Railway  Mbtoi^^^ 

"ll/rUCH  of  the  revenue  that  disappears  under 
-^''-'- the  head  of  "Motor  Maintenance", can  be 
saved  by  'means  of  Timken  Tapered  Roller 
Bearings.  Their  supreme  endurai^cfe'  brings  the 
advantages' of  anti-friction  motors  to  heaviest 
electric  railway  service.  Only  Timken -equipped 
motors  have  the  extra  bearing  area, and  self- 
contained  thrust  capacity  which  bq^t  resist  the 
wear  from  high  torque,  speed,  heavy  geac/drives'. 
and  extreme  shock  conditions.    ■•  ;' 

Timken-mounted  armatures  are  permanently  prb-  ' 
tected  from  burn-out,  for  the  gap  tenagins  constant 
without  frequent  inspection  and  >lubrication. 

Added  to  direct  Tirnken  savings  of  labor  and 
material,  there  is  power; economy,.^^nipother 
starting,  better  acceIeratioft^;Qd  insurahcfe;  against 
delay.  From  the  standpoint  of  higher  net  and 
greater  good  will  Tii-riken  motor  data  commands 
immediate  interest. 

THlfe  TIMKEN  ROLLER  REARING  CO..  CANTON/OHIO 


DOUBLE  ROW  SINGLE  ROW 

SELF-CONTAINED  TIMKEN 

TIMKEN   BEARING         BEARING 


mmmmm 


ELECTRIC  RAILWAY  JOURNAL 


December  24,  1927 


W-N  Drin  InMmUalioK 

W-N  Drive 

advantages 

Lowest  steps 
Faster  acceleration 
Quiet  operation 
Motors  spring  borne 
Gears  run  in  oil 
Greater  clearance 
Lighter  weight 
Lower  maintenance 


ance  I  electric 

It  I  been  gi\ 

enance  I 

Westi 


These  New 
W'N  Drive  Cars 

make  hardly  any  noise 

THAT'S  the  unanimous  verdict  of  passen* 
gets  who  have  ridden  them  and  property 
owners  along  the  car  lines. 

They  assure  a  restful  trip  home  for  the  tired 
business  man — he  can  read  the  paper  in  com* 
fort  and  talk  to  friends  without  shouting. 

Working  girls  and  students  wait  for  them  and 
children  flock  to  them  just  for  the  pleasure  of 
riding. 

The  new  W-N  Drive  makes  all  this  possible 
and  even  more.  Its  helical  gears,  enclosed  and 
running  in  oil,  Timken  bearings,  low  and  small 
unsprung  weight  and  other  innovations,  give 
quiet,  smooth  operation  with  little  side  sway 
and  practically  no  vibration.  It  approaches 
the  comfort  of  the  luxurious  automobile  and 
is  superior  to  the  auto  bus. 

Never  before  has  such  a  stride  been  made  in 
electric  railway  car  building  or  such  an  impetus 
given  to  old  car  replacement. 


WeMinghouse  Electric  &  Manufacturing  Company 

East  Pittsburgh  Pennsylvania 

Sale.  Office,  in  All  Principal  Ciciet  of 
the  United  State,  and  Foreign  Countries 


estinghouse 


UORRIS  srcK 

Utmeins  Editor 

JOHN  A   MILLER.  Jr. 
Associate  Editor 

CLARENCE  W   SQUIER 
Associate  EUito'* 

CARL  W   STOCKS 
Associate  Editor 


Charles  Gordon,  Editor 


HENRY  W.  BLAKE 
Senior  Editor 

GEORGE  J.  MaoMURRAT 
News  Editor 

O.  W.  JAMES.  Jb. 

Assistant  Editor 

PAUL  WOOTON 
Washington  Correspondent 

ALEX  McCALLllM 

Edittirial  Represcntatlro 
London.  England 


Vol.  70 
No.  26 


CONTENTS 


Pages 
1137-inB 


DECEMBER  24,  1927 
Editorials 1137 

Saving  a  Small  System 1 140 

By  Horatio  Bigelow. 
Complete  rehabilitation  of  cars  and  track,   reorganizing   depart- 
ments  and   systematizing   shop   practice  have   reduced  operating 
costs  materially  and  put  the  railway  on  a  paying  basis. 

Statistics  on  Interstate  Electric  Railways 1 143 

Largest  Mercury-Arc  Rectifier  Installation 

Made  at  Bridgeport 1 144 

Connecticut  Company  has  replaced  old  generating  station  by  two 
new  substations.  Energy  is  now  purchased.  Operating  cost  has 
been  reduced  more  than  25  per  cent. 

Aluminum  Car  Tested  in  St.  Louis 1148 

Large  front-entrance,  center-exit,  single-end  car,  designed  for 
light  weight  and  quiet  operation  in  congested  city  service,  is 
mounted  on  worm-drive  trucks. 

Answering  Questions  Before  They  Are  Asked 1150 

By  Henry  W.  Blake. 
European  electric  railway  and  bus  companies  have  developed  a 
very  effective  method  of  signing  their  stopping  points  as  well  as 
their  cars  and  buses. 

Automatic  Crossing  Gate  Developed  by  North 

Shore    Line 1 156 

Twenty-one  Waiting  Stations  for  Passengers 

in  St.  Louis 1157 

Maintenance  Methods  and  Devices 1158 

Truck  for  Welding  Outfit 1158 

Cleaning  Systematized  at  Los  Angeles 1158 

Setting  Poles  Under  Heavy  Traffic  Conditions 1158 

By  R.  M.  Cobb. 

Proper  Method  of  Packing  Bearings 1159 

By  Jesse  M.  Zimmerman. 

New  Equipment  Available 1159 

Motor  Resistor  Heater 1159 

Machines  for  Undercutting  Commutator  Segments .  .  1 160 

Portable  Grinder  and  Buffer 1160 

American  Association  News 1161 

1928  Convention  Goes  to  Cleveland 1161 

News  of  Other  Associations 1162 

News  of  the  Industry 1163 

Recent  Bus  Developments :  .  .  1169 

Financial  and  Corporate 1 170 

Personal  Mention 1 173 

Manufactures  and  the  Markets 1175 


Checking  Up 

On  Ourselves 

WE  ALL  know  the  story  of  the  darky  boy 
who  went  to  the  drug  store  telephone  and 
called  Mrs.  Jones.  The  near  end  of  the  conver- 
sation, somewhat  as  follows,  was  overheard : 

"Is  this  Mrs.  Jones?"     .     .     , 

"Doesn't  you-all  want  a  boy?"     .     .     . 

"An'  you  wouldn't  want  another  boy 
nohow?"     .     .     . 

"All  right.    Goo'  bye." 

When  he  rang  oflf  the  druggist  asked  rather 
sympathetically,  "Sam,  didn't  you  get  the  job?" 

"No,  boss,"  Sam  replied.  "I  didn't  want  no 
job.  I  works  for  Mrs.  Jones.  I  was  jus' 
a-checkin'  up  on  myself." 

JUST  now  the  Journal  is  again  helping  the 
industry  to  check  up  on  itself.  Questionnaires 
that  have  been  sent  out  and  which  are  being 
compiled  are  bringing  in  statistics  showing  the 
progress  of  the  industry  during  the  past  twelve 
months.  The  completed  record  will  be  pub- 
lished in  the  Annual  Statistical  Number,  dated 
Jan.  14.  Don't  miss  it.  It  will  give  a  com- 
plete picture  of  the  industry's  progress  during 
the  year  and  will  contain  in  addition  a  forecast 
for  1928. 

Any  intelligent  checking-up  process  must  be 
based  on  facts.  That  is  the  purpose  of  the 
Annual  Statistical  Number — to  give  the  in- 
dustry the  facts  regarding  the  past  year  and 
what  lies  ahead. 


McGRAW-HILL  PUBLISHING  COMPANY,  INC 

Tenth   Avenue   at  3Cth   Street,  New   York,   N.   Y. 

New  York  District  OlBce.   285   Madison  Are. 
Jaubs  H.  MoGraw.  President 
JAUX8  B.  MoGbaw,  Jb.,  V.-P.  and  Trau. 
.Malgolu  Mdib,  Vice-President 
EowAHD  J.  Mbhbbn.  Vice-President 
.Mason  Bbitton,  Vice-President 
tDGAB  KoBAK,  Vice-President 
C.  H.  Thompson,  Secretary 


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Copyright,   1927.  by  McOraw-Hill  Publishing  Company.  ln«. 

I'ublished  weekly.  Entered  as  second-class  matter,  June  S3,  1901.  at  tha  Post  Ottea 
at  New  York.  N.  Y.,  under  the  Act  of  March  3,  18T9.     Printed  la  D.  8.  A. 


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Number  of  Copies  Printed,  6,230 


Advertising  Index — Alphabetical,  35;  Classified,  30,  32,  35;  Searchlight  Section,  29 


ELECTRIC  RAILWAY  JOURNAL 


December  24, 1927 


AS  LOGICAL  AS  THE  BALANCING 

OF  SCALES 


To  obtain  the  unknown  weight  of  an  object,  by  balancing  it  with  known 
weights  was  one  of  the  earliest  scientific  developments.  This  principle  of 
equalization  of  forces  has  had  countless  practical  applications.     It  is  logical. 

In  the  modern  railway  clasp  brake,  equal  pressure  is  applied  to  opposite 
sides  of  each  wheel,  through  standard  brake  shoes,  whereas  the  ordinary 
practice  is  to  apply  the  force  to  one  side  only.  The  clasp  brake,  or  balanced 
braking  system,  neutralizes  the  tendency  to  one-sided  wear  on  journal  bear- 
ings, pedestals  and  other  truck  parts.  It  affords  smoother  braking  with  less 
heating  of  brake  shoes,  and  reduces  the  number  of  "slid-fllat"  wheels. 

In  short — it  is  the  modern  and  scientific  braking  system — which  is  finding 
increasing  favor  for  heavy  traction,  and  rapid  transit  service. 


AMERICAN  MULTIPLE -UNIT 

CLASP  BRAKES 


Balanced 


aking 


AMERICAN  Steel  Foundries 


NEW  YORK 


CHICAGO 


ST.  LOUIS 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


Hundreds  of  Feet  of  Trolley  Wire 
Need  Armorized  Protection 

GOOD  socks  are  reinforced  at  points  of  greatest  wear  because 
people  demand  this  special  protection.  Yet  on  many  electric 
railway  properties  there  are  hundreds  of  feet  of  trolley  wire  that 
need  protection  but  don't  get  it. 

Surely,  if  a  pair  of  socks,  inexpensive  at  best,  is  worthy  of  such 
protection,  how  much  more  worth  while,  from  a  dollars  and  sense 
standpoint,  to  protect  your  costly  trolley  wire!  The  investment 
is  far  greater.  And  even  aside  from  the  saving  of  wire,  which  0-B 
Trolley  Armor  makes  possible,  the  prevention  of  trolley  breaks  is 
alone  important  enough  to  justify  this  special  protection. 

It  pays  to  use  0-B  Trolley  Armor  at  approaches  to  frogs,  cros  s 
overs,  section  insulators,  and  on  curves  and  at  other  heavy  wear 
points.  The  Armor  peens  around  the  wire  with  the  opening  on 
top.  It  protects  both  the  bottom  and  sides  of  the  wire.  Its  use 
prevents  rapid  wear,  frequent  breaks,  and  interruptions  to  service 
where  wear  is  heaviest.  At  the  same  time,  it  postpones  renewals 
until  the  maximum  service  life  has  been  obtained  from  every  inch 
of  the  trolley  wire. 

See  your  0-B  Salesman  for  complete  details,  or  write  today  to 

Ohio  Brass  Company,  Mansfield,  Ohio 

Dominion  Insulator  &  Mfg.  Co.,  Limited 
Niagara  Falls,  Canada 

775B 


iiassC^. 


SALES 
OFFICES 


PHILADELPHIA  PITTSBURGH  CLEVELAND 

SAN  FRANCISCO  LOS  ANGELES 


PORCELAIN 
INSULATORS 

LINE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


-3' 


5  .     ELECTRIC  RAILWAY  JOURNAL  December  24,  1927 

Gary  wrou^t  steel  wheek 
combine  the  benefits  of 

rolling  with  the 
advantages  of  foigiiig 
Mileage  is  rolled  into  them 
and  trouble  foiled  out 

for  mmterrt^ted  economical 
and  trouble  free  service  ^  ^^ 

wrougjit  steel  wheels 

JUtnnta    ^tttX    Olomjiang 

(grarral  (9ffi»B:  208  iaOit  Ca  J^alU  itxnt     •  •  •      (EtijUaga,  jUituiU 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


Jii  ihe  Good  Old  Ikiyir 


Ib-da^ 


'THROUGH  transportation  require- 
•^  ments  have  changed  considerably 
since  the  "good  old  days"  there's  never 
been  a  change  in  our  hearty  "Merry 
Christmas" — which  we  extend  each 
year  to  our  host  of  friends  in  the  in- 
dustry. 


FPU 


MANUFACTURER  OF  RAILWAY,  POWER 


ELECTRIC  RAILWAY  JOURNAL 


December  24,  1927 


to 


^"•«'««S?,'''»'Wo 


*''^SH,NcTON 


ffov 


1901    ^\\  Tire  ->„ 


5.  1927^ 


-enti 


soen ; 


been  i  '''0"bie  cai, 


I'd 


ur. 


•in 


5-^(1 


Corel 


y, 


^"^•nn,,::;:^^^^^ 


't*n<j 


ent 


0/ 


C«r, 


a^ 


FISKrf^IKBS 

THE  FISK  TIRE  COMPANY,  INC.,  Chicopee  Falls,  Mass. 


December  24,  1927 


ELECTRIC  RAILWAY  JOURNAL 


Fort  \\'()it/i,  (1  Stone  and  V\'f().stcr        i 

/)io/)c'rt\,  (cikucs  the  value  o\  lidi'-.scdiiig  cars 

■     r   , 


rHiSiHl'ty 


I 


S.;  ' 


\rLa. 


hast  week 

An  obligation  fulfilled 

This  week 


The  public  is  as  prone  as  ever  to  suggest  ideas — construc- 
tive and  otherwise — on  what  you  should  do  to  improve 
your  transportation  service. 

Most  suggestions  of  this  kind,  however,  are  impracticable. 
They  are  made  with  little  knowledge  of  operating  limita- 
tions. Nevertheless,  deep  underneath  there  is  a  funda- 
mental change  in  what  the  public  has  come  to  expect  in 
transportation.  The  Quality  Shops  is  endeavoring 
to  do  its  part!  in  analysing  the  extent  and  character 
of  this  changed  public  taste  and  of  interpreting  it 
in  the  design  of  street  cars  that  will  build  revenues 
through  increased  rider  sales. 


''^i 
^ 


SILavjis  CarZlA. 


■^ 


^^^ 


— » 


10 


tKe 


ELECTRIC  RAILWAY  JOURNAL 

Owners 


December  24, 1927 


of  125,000  buses  and  trucks  on  Budd-Michelin  Dual 
Wheels  are  averaging  from  15,000  to  20,000  miles  and 
better  to  the  set  of  tires     ♦     .    WHY?    .     .     Because    ♦    ♦ 


Budd  Duals 


can't 


and  they 


Budd  Duals  always  run  as  true 
as  an  arrow — they  can't  get 
out  of  alignment — 

No  loose  rim  clamps. 


BUDD  Wheel 


can't  wobble 


shimmy 


stop  sidesway! 


So  a  tire  can't  be  put  on 
crooked — 

This  positive,  permanent 
alignment  is  made  possible  by 
Budd  Dual  design. 


Company,  Detroit 


Crm  js  mssLmsmm 


No.    1    Cincinnati 
No.  2  Boston 
No.  3  Detroit 
No.   4   Philadelphia 
No.  5  Kansas  City 
No.  6  Cleveland 
No.   7   Washington 
No.   8  Buffalo 


-^  STEEL  TWIN  TIE  TK^CK 

THE      BA.SE        OF        AA  ODE  RIM  IZ  A.TT  OlM 


In  Boston 


T^YPE  No.  2  STEEL  TWIN  TIES  are 
•*■  used  in  Boston  for  renewal  construc- 
tion on  old  concrete  base.  They  are  fur- 
nished punched  for  rail  section  No.  102-516. 
Type  No.  2  Twin  Ties  require  only  1% 
inches  of  clearance,  making  them  readily 
adaptable  to  renewal  work  on  old  concrete 
base.  With  this  construction  the  rails  are 
Thermit  welded  and  the  track  is  paved  with 
granite  block. 

Complete  details  and  specifications  of 
Boston's  renewal  method,  giving  details  of 
the  method  of  anchorage  to  the  old  base 
will  be  sent  on  request. 

Engineers  of  The  International  Steel  Tie 
Company  have  played  no  small  part  in  the 
design  of  better,  more  lasting  track.  We 
have  in  our  files  a  fund  of  data  on  paved 
track  construction  that  is  at  your  disposal. 
We  will  be  pleased  to  discuss  with  you  your 
paved  track  problems,  and  to  help  you  start 
your  modernization  program  right.  Steel 
Twin  Ties  are  the  first  step  toward  better 
service,  and  lower  initial  and  maintenance 
costs. 


^ 


The  International  Steel  Tie  Co. 
Cleveland,  Ohio 


TWIN  TIES  ARE  ALL  STEEL 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


13 


i^Kin^  tjou  a 


W^ttft^  Clitfeima^ 


and  a  HAPPY-  NE"W- YEAP^ 


MATIONAIU    PNEUM:ATIC    COIViPAKY 


^ 


14 


ELECTRIC  RAILWAY  JOURNAL 


December  24, 1927 


A  typical  installation  of  Westing- 
house  National  Compressors,  type 
2VC,  in  railway  repair  shop  service. 


9014 


WESTINGHOUSE  National 
Compressors  embody  the  same 
careful  design  and  precision  in  manu- 
facture that  has  typified  Westinghouse 
products  for  the  past  half  century. 
These  compressors  are  compact,  self- 
contained,  uniquely  durable,  abso- 
lutely reliable  in  action,  simple  in 
operation,  and,  due  to  their  positive 
control  feature,  assure  minimum 
power  consumption. 

Built  in  capacity  sizes,  ranging  from 
3  to  700  cu.ft.  displacement,  there  is  a 
Westinghouse  National  Compressor 
particularly  suited  to  every  pneumatic 
requirement,  in  the  railway  shop, 
power  house,  and  maintenance  depart- 
ment. 

Westinghouse  Traction  Brake  Company 

General  Offices  and  Works:  Wilmerding,  Pa. 


WESTINGHOUSE-NATIONAL 


December  24,1927 


ELECTRIC  RAILWAY  JOURNAL 


15 


Low  schedules  safely  boosted 

At  the  Convention  a  good  deal  was  said  concerning 
the  problem  of  increasing  schedule  speeds. 

We  believe  that  the  solution  lies  as  much  in  more  effi- 
cient deceleration  as  it  does  in  better  acceleration. 
Modern  motors  in  lightweight  cars  take  care  of  the 
latter  very  well.  And,  on  two  famous  properties,  effi- 
cient deceleration  with  the  Cincinnati  Duplex  Air  and 
Magnetic  Brake  has  already  made  fast  schedules  a 
fact,  both  in  city  and  interurban  operation,  with  great- 
ly reduced  accident  figures. 

Let  us  send  you  full  details  and  technical  data.  The 
cost, — both  for  installation  and  maintenance  of  the 
Cincinnati  Duplex  Air  and  Magnetic  Brake, — is  sur- 
prisingly low. 


Cincinnati  Car  Company,  Cincinnati,  Ohio 

CINQ  NN  AT  I 
tfessss  CARS 


16 


ELECTRIC  RAILWAY  JOURNAL 


December  24,  1927 


Gooayear  Bus  Tivcs  arc  standard  equipment  on  Pituburgh  Motor  Coach  Company  vehicles 


Copyrtirhl  1927.  by  The  Goodyear  Tire  i  Rubber  Co..  Inc. 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


17 


A 


lurer  Grip 
Hills  and  Turns 


on 


Winter  weather  —  slippery  going  on 
hills  and  curves  and  streets  —  now, 
more  than  ever,  your  buses  need  the 
gripping  power  and  the  skid  resistance 
of  the  Goodyear  All-Weather  Tread. 

The  All- Weather  Tread  on  Goodyear 
Bus  Tires  is  the  most  famous  non-skid 
traction  tread  in  the  world. 

This  is  a  strong  claim,  but  it  is  based 
on  the  fact  that  the  public  has  bought 
millions  more  Goodyear  AU-Weather 
Tread  Tires  than  any  other  kind. 


The  sharp,  diamond-shaped  blocks  of 
this  famous  tread  not  only  seize  and 
hold  the  road  but  on  wet  streets  and 
roads  the  sharp  edges  cut  away  the 
slippery  film  and  give  the  blocks  a 
chance  to  grip  the  cleaned  surface. 

The  result  is  safer,  surer,  smoother 
operation— schedule  maintenance  and 
public  safety. 


Combined  with  the  gripping  power  of 
the  AU-Weather  Tread  are  those  quali- 
ties of  elasticity  and  long  wear  supplied 
to  Goodyear  Tires  by  SUPERTWIST. 

SUPERTWIST  is  the  patented  cord 
fabric  invented  and  developed  by 
Goodyear  to  overcome  carcass  failures 
and  diminish  tire  changes.  It  is  the 


maximum  tire  assurance  of  uninter- 
rupted service. 

*         *         * 

Because  they  provide  the  utmost  in 
gripping  power  and  skid  resistance 
with  long,  economical  life,  Goodyear 
Tires  are  the  exclusive  equipment  on 
the  vehicles  of  the  Pittsburgh  Motor 
Coach  Company,  Pittsburgh,  Penn- 
sylvania. 

"The  operation  of  deluxe  motor  coach 
service  in  Pittsburgh,  catering  to  the 
high-class  residential  sections,  demands 
tire  equipment  which  will  prove  as  near 
100%  as  is  possible,  in  order  to  insure 
regular,  dependable  and  comfortable 
service,"  writes  General  Manager 
T.  W.  Noonan. 

"Traffic  conditions  are  severe,  grades 
are  many,  and  the  nature  of  the  roads 
requires  the  best.  Seventy  per  cent  of 
our  fleet  is  now  operating  on  Goodyear 
All-Weather  Tread  Balloon  Tires, 
and  the  remainder  on  Goodyear  All- 
Weather  Tread  high-pressure  tires. 
They  have  met  our  expectations  in 
low  mileage  costs  and  freedom  from 
failures." 

Give  your  buses  the  advantages  of  this 
safer,  surer  tire  performance  which  is 
associated  everywhere  with  "The 
Greatest  Name  in  Rubber." 


For  every  Qoodyear  Cord  Bus  Tire  there  is  an  equally  fine 
Qoodyear  Tube,  built  especially  to  the  needs  of  bus  service 


'\Made  'with  SuPERTWIST 


18 


ELEGTRIC  RAILWAY  JOURNAL 


December  24. 1927 


Just  as  the  electric 
railway  companies  have  to 
compile  and  be  guided  by 
exhaustive  statistics  as  to 
peak  loadsj  traffic  densities, 
costs  per  mile,  and  so  forth, 
we  must  constantly  keep 
ourselves  informed  as  to 
purchasing  power,  density 
of  population  and  all  vital 
market  information  in 
order  to  maintain  our  ser* 
vice  as  an  active  asset  of 
your  service* 


I  M  CO  R  PO  RAXe  o 


CANDLER   BLDG.    NEW  YORK 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


19 


lOl  "VT^AR^  OF  MANVFAC TURING   I>XJPI>RII>NCIy 


Snow   sweeper   rattan 

and  cane  webbing  may 

be  ordered  through  any 

H-W  sales  office. 


No.  327-M 


FOR  INTERURBAN  NEEDS 

T^HIS  Heywood'Wakefield  seat  is  designed  for  the  modern  type  of 
interurban  service  where  comfort  is  now  so   important.     It  has 
been  selected  for  both  new  cars  and  for  replacement  use. 

It  has  deep,  double  spring  cushions  shaped  to  allow  more  leg  freedom. 
Mechanism  rails  are  set  in.    The  individual  backs  are  properly  pitched 

for  comfort. 

Our  car  seating  experts  will  be  glad  to  help  you  decide 
on  the  best   seating   equipment  for  your  needs.     This 
service  is  free  through  any  H-W  sales  office. 

If  you  have  not  received  a  copy  of  our 
new  Bus  Seat  Catalogue,  write  for  it. 


Muwocd-'}J(^ahfieM 

"^^  REG.  U.S.  PAT.  OFF.  «/ 


blLlI  ||\Heywood- Wakefield  Co.,  Wakefield,  Mass.;  516  West  34th  St.,  New  York,  N.  Y.;_^ 
IL_J|  ILjV  439  Railway  Exchange  Bldg.,  Chicago,  111.     H.  G.  Cook,  Hobart  Bldg.,  San 


mm 


Francisco,  Gal.  The  G.  F.  Cotter  Supply  Co.,  Houston,  Texas.  F.  N.  Grigg,  ^ 
630  Louisiana  Ave.,  Washington,  D.  C.  The  Railway  &.  Power  Engin- 
eering  Corp.,   133   Eastern  Ave.,   Toronto;  Montreal; 
Winnipeg,  Canada. 


Ui, 


if: 


20 


ELECTRIC  RAILWAY  JOURNAL 


December  24, 1927 


eir 


G'E  Automatic  Sectionalizing  Switch 


Birmingham  Electric  Co. 

Boston  Elevated  Railway  Co. 

Butte  Electric  Railway  Co. 

British  Columbia  Elec.  Ry.  Co.,  Ltd. 

Calgary  Municipal  Railway 

Cedar  Rapids  &  Marion  City  Railway  Co. 

Cleveland  Railway  Co., 

Conestoga  Traction  Co. 

Dallas  Railway  Co. 

Denver  Tramway  Co. 

East  St.  Louis  Railway  Co. 

El  Paso  Electric  Railway  Co. 

Empresas  Electricas  Asociadat 

Fresno  Traction  Co. 

International  Railway  Co. 

Kansas  City  Railways  Co. 

Key  System  Transit  Co. 

Knoxville  Power  fls  Light  Co. 

Lake  Shore  Electric  Railway  Co. 

Los  Angeles  Railway  Corp. 

Lynchburg  Traction  &  Light  Co. 

Market  Street  Railway  Co. 

Municipal  Railway  of  San  Francisco,  Cal. 

Newport  News  St  Hampton  Ry.,  Gas  &  Elec.  Co. 

New  York  State  Railways 

Niagara,  St.  Catharines  Qs  Toronto  Ry.  Co. 

Northern  Ohio  Traction  (k  Light  Co. 

Northern  Texas  Traction  Co. 

Omaha  fk  Council  Bluffs  St.  Ry.  Co. 

Pacific  Electric  Railway  Co. 

Pacific  Gas  &  Electric  Co. 

Philadelphia  Rapid  Transit  Co. 

Pittsburgh  Railways  Co. 

Puget  Sound  Power  &  Light  Co. 

Rio  De  Janeiro  Tramway  Lt.  &  Pwr.  Co, 

Roanoke  Railway  &  Electric  Co. 

San  Diego  Electric  Railway  Co. 

Southern  Colorado  Power  Co. 

Texas  Electric  Railway 

Tri-City  Railway  Co.  of  Iowa 

United  Railways  &  Electric  Co. 

United  Traction  Co. 

Virginia  Railway  fis  Power  Co. 

Wheeling  Public  Service  Co. 

Winnipeg  Electric  Co. 


ALL  THESE  properties  and  more  are  using  G-E  Automatic  Sectional- 
,.  izing  Switches  as  a  means  of  saving  feeder  copper  and  improving 
feeder  distribution. 

These  switches  equalize  voltage  conditions  and  provide  for  the  entire  sys- 
tem the  maximum  usefulness  of  the  feeder-copper  capacity.  In  addition 
they  act  as  automatic  breakers  to  cut  out  any  section  where  there  is  a 
"short"  or  dangerous  overload,  re-establishing  connections  immediately 
upon  the  return  of  normal  conditions. 


Only  by  the  use  of  up-to- 
date  equipment  that  cuts 
down  costs  can  electric  rail- 
ways earn  a  fair  return  in 
these  trying  times.  G-E 
Automatic  Sectionalizing 
Switches  have  proved  a  real 
help  in  lowering  costs  on 
scores  of  properties. 


Modern  Equipment  Steindards 


370-3 


GENERAL  ELECTRIC 

GENERAL    ELECTRIC     COMPANY,     SCHENECTADY,     N.     Y..     SALES     OFFICES     IN     PRINCIPAL     CITIES 


Electric  Railway  Journal 

Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Publishing  Company,  Inc. 

Charles  Gordon,  Editor 


Volume  70 


New  York,  Saturday,  December  24, 1927 


Number  26 


1928  Convention  Goes  to  Cleveland 

ACTION  of  the  policy  committee  in  again  selecting 
X\.  Cleveland  as  the  location  for  the  American  Electric 
Railway  Association  convention,  which  will  be  held  next 
fall  during  the  week  of  Sept.  22-28,  may  at  first  be  re- 
ceived with  some  surprise  by  those  who  have  looked  for- 
ward to  the  attractions  of  Atlantic  City  as  a  convention 
location.  Executives  who  sense  the  industry's  needs 
will  after  mature  deliberation  see  the  problem  of  con- 
vention location  in  proper  perspective.  This  should 
quickly  bring  widespread  approval  of  the  policy  com- 
mittee's judgment  and  of  its  courage  in  acting  for  what 
it  considered  the  industry's  best  interests  despite  the  gen- 
eral popularity  of  Atlantic  City. 

There  are  some,  of  course,  who  look  upon  a  convention 
primarily  as  an  outing ;  as  merely  an  opportunity  to  get 
.away  from  the  routine  of  transportation  duties.  To 
them  the  attractions  of  Atlantic  City  are  particularly 
appealing.  This  is  not  to  say  that  the  social  side  of  a 
convention,  the  opportunity  for  renewing  acquaintances 
and  for  good  fellowship,  is  not  an  important  phase  of  an 
indu.stry's  annual  meeting.  But  it  is  not  the  most  impor- 
tant phase.  The  serious  business  of  the  industry,  the 
study  of  progress  made  by  other  properties,  the  inspec- 
tion of  developments  in  equipment  and  apparatus,  the 
comparison  of  one's  own  operatmg  experience  with  that 
of  others  and  the  acquisition  of  new  ideas  should  take 
precedence  over  all  other  considerations. 

This  was  the  view  which  dictated  the  committee's 
final  selection.  It  was  taken  only  after  a  careful  survey 
of  the  industry.  The  preferences  of  a  large  number  of 
railway  men  from  various  parts  of  the  coimtry  were 
sounded  in  advance,  and  although  there  existed  a  con- 
siderable sentiment  in  favor  of  Atlantic  City,  it  mu.st  be 
remembered  that  this  was  expressed  without  a  full  knowl- 
edge of  the  situation  faced  by  the  several  committees 
which  have  been  studying  the  matter  of  location  of  the 
1928  convention. 

There  was  a  grave  question  as  to  whether  the  new  hall 
in  Atlantic  City  would  be  completed  in  time.  A  conven- 
tion in  Atlantic  City  without  the  completion  of  this  new 
hall  would  have  been  disastrous  from  the  standpoint  of 
continuing  the  progress  made  at  the  last  Cleveland  meet- 
ing. In  view  of  this  question  about  the  availability  of 
adequate  facilities  in  Atlantic  City,  the  committee  acted 
wi.sely  in  not  jeopardizing  the  success  of  the  convention 
and  the  continued  progress  of  the  industry  by  committing 
the  association  to  the  Atlantic  City  location. 

At  this  critical  period  in  the  industry's  history  an 
adequate  exhibit  of  cars  and  car  equipment  is  of  para- 
mount importance.  At  the  last  convention  more  prog- 
ress in  this  direction  was  evidenced  than  at  any  former 
similar  meeting.  As  a  result,  many  properties  are 
now  seriously  studying  the  possibilities  for  improving 
cars  to  meet  present-day  transportation  standards  and 
traffic  conditions.  A  large  number  of  experimental  de- 
signs are  in  progress  or  are  contemplated.     This  devel- 


opment work  is  costly  both  to  manufacturers  and  op- 
erators. It  seemed  therefore  extremely  important  that 
adequate  facilities  be  provided  to  give  the  industry  the 
opportunity  of  capitalizing  to  the  maximum  on  this  for- 
ward-looking work.  It  is  significant  that  of  the  manu- 
facturers who  expressed  themselves  regarding  this  year's 
convention  location,  those  representing  the  largest  pro- 
portion of  the  total  space  occupied,  were  in  favor  of 
Cleveland. 

Additions  to  the  Cleveland  Public  Auditorium,  which 
were  in  progress  last  October,  will  be  completed  shortly 
and  will  be  available  for  improved  meeting  rooms  and 
even  better  exhibit  facilities  than  those  available  last  fall. 
The  committee's  decision  represents  the  mature  judg- 
ment of  men  who  had  the  industry's  best  interests  at 
heart  and  who  reached  a  conclusion  only  after  the  most 
careful  study  of  all  of  the  factors  involved.  Their  action, 
therefore,  deserves  the  active  indorsement  and  support 
of  every  executive  who  senses  the  industry's  need  at  this 
time. 


Echoing  the  Christmas  Message 

NO  MATTER  what  our  individual  conception  of  the 
symbolism  of  Christmas,  its  message  of  "Peace  on 
Earth.  Good  Will  Toward  Men"  strikes  a  responsive 
chord  in  the  heart  of  every  man,  regardless  of  creed. 
It  is  that  chord,  attuned  to  the  reception  of  a  sentiment 
higher  than  .self-preservation  and  material  progress,  that 
constantly  throughout  the  ages  has  urged  man  toward 
higher  things. 

-Surely  the  message  from  the  humble  man  of  Nazareth 
has  a  place  in  industry.  When  recognized,  it  transforms 
a  workaday  world  with  inspiration  and  romance.  Back 
of  the  machine  that  multiplies  the  work  of  human  hands 
a  thousandfold  shines  the  inspired  soul  of  its  designer. 
Back  of  the  corporation  that  unites  the  forces  of  produc- 
tion and  distribution  into  an  intricate  and  marvelous 
organization  is  the  heart  and  brain  of  a  man  who  has 
sacrificed  leisure  and  peace  of  mind  on  the  altar  of 
service  and  progress. 

In  the  ranks  of  the  transportation  industry  the  message 
of  ])eace,  service  and  good  will  has  a  particularly  deep 
significance.  Here  romance  throbs  for  every  worker 
whose  heart  is  in  the  job  and  who  lifts  his  eyes  above 
the  daily,  task  to  see  the  ideals  of  the  organization  of 
which  he  is  a  part.  On  one  man's  alert  watchfulness  and 
devotion  to  duty  sometimes  depend  the  safety  and  com- 
fort of  thousands  who  intrust  themselves  and  those  they 
love  to  their  public  transportation  company.  On  the 
tap  of  a  hammer,  the  throwing  of  a  switch,  the  twist  of 
the  wrench  of  a  pipeworker  or  the  bar  of  the  trackman 
may  depend  the  lives  of  men,  women  and  children. 

Watch  a  line  gang  at  work  in  howling  storm  and 
darkness !  Watch  the  snow  crews  on  sweeper  and  plow 
through  the  long  hours  of  a  driving  blizzard !  Watch  a 
motorman  operate  his  car  safely  through  the  maze  of 


1138 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.26 


modern  city  traffic,  or  the  conductor  leave  his  post  to 
extend  a  helping  hand  to  aged  or  infirm.  Here,  indeed, 
is  good  will  toward  men ! 

Despite  many  hardships,  unfair  treatment  and  public 
misunderstanding,  the  local  transportation  industry  bends 
with  renewed  energy  to  its  duty  of  transporting  daily  the 
thousands  who  must  be  carried  between  their  homes  and 
offices  or  factories.  Back  of  it  all  is  the  spirit  of  public 
service.  In  the  performance  of  the  men  -rt-ho  devote 
their  lives  to  this  task,  from  president  to  the  humblest 
trackworker,  there  is  opportunity  daily  throughout  the 
year  to  reflect  the  message  that  Christmas  brings. 


Signs  and  Countersigns 

EUROPEAN  practice  in  the  methods  of  marking  cars 
and  car  stops  is  far  in  advance  of  that  in  America. 
Here  the  companies  which  go  farthest  in  indicating  the 
stopping  points  of  their  cars  carry  a  lettered  enameled 
sign  on  the  span  wire  or  suspended  from  a  bracket  on 
a  trolley  pole,  the  sign  reading  "Cars  stop  here,"  or 
having  words  of  similar  meaning.  A  less  effective, 
although  more  common,  method  is  to  paint  on  the  span 
wire  pole  a  white  band,  which  may  indicate  a  car  stop 
to  some  people,  but  nothing  to  others.  Still  other  com- 
panies do  not  mark  their  stops  at  all,  though  their  cars 
sometimes  stop  to  receive  and  discharge  passengers  at 
the  near  corner  and  sometimes  at  the  far  corner. 

European  practice  begins  where  American  practice 
ends.  The  companies  in  Europe  which  pay  the  least 
attention  to  marking  stop  points  use  the  lettered  signs. 
Most  companies  add  to  this  sign  the  numbers  of  the  car 
routes  which  pass  that  point.  Many  augment  this  infor- 
mation by  giving  also  the  terminals  of  these  routes. 
Some  include  a  time-table.  In  a  number  of  cities  the  stop 
signs  are  arranged  so  that  they  are  illuminated  at  night. 

European  roads  lead  most  of  those  in  America  also  in 
the  matter  of  signing  their  cars  and  giving  the  public 
information  about  routes  and  schedules.  They  indicate 
the  routes  not  only  on  the  front  of  the  car  but  at  the 
sides,  in  wording  which  can  be  read  a  considerable  dis- 
tance away,  and  they  illuminate  these  signs  so  that  they 
can  be  seen  at  night.  An  account  of  European  practice 
in  all  of  these  particulars  is  given  in  an  article  elsewhere 
in  this  issue  entitled  "Answering  Questions  Before  They 
Are  Asked." 

Much  thought  has  been  given  in  this  country  to  the 
merchandising  of  transportation,  but  advertising  the  ser- 
ice  is  only  part  of  the  task  of  attracting  and  retaining 
patronage.  Railway  companies  should  make  it  easy  for 
the  passenger  to  find  the  car  he  wants  to  use  and  be  sure 
that  it  is  going  where  he  wants  to  go.  Otherwise,  their 
attitude  would  be  like  that  of  a  merchant  who  urges  cus- 
tomers to  come  to  his  store,  but  does  not  tell  them  where 
it  is,  and  when  they  get  there,  largely  by  chance,  he 
refuses  to  inform  them  where  he  keeps  the  goods  they 
want  to  buy. 

•  The  importance  which  the  London  Underground  Com- 
bine attaches  to  the  subject  of  proper  station,  car  and 
bus  signs  is  shown  by  its  employment  of  one  official  who 
does  nothing  but  determine  what  improvements  can  be 
made  in  these  signs,  i.e.,  in  their  design.  location  and 
wording.  Here  is  a  suggestion  from  England  worthy  of 
adoption  here,  Mayor  Thompson  of  Chicago  to  the  con- 
trary notwithstanding.  He  thinks  that  English  ideas 
should  be  kept  out  of  this  country,  but  this  one  might  be 
smuggled  in  to  the  advantage  of  all  concerned,  and  there 


are  other  European  ideas  just  as  good  from  which  our 
railways  can  profit. 

It  is  strange  that  so  many  railway  companies  in  Amer- 
ica should  not  have  done  more  in  this  respect.  In  other 
lines  of  business  signs  are  used  extensively.  One  cannot 
take  an  automobile  tour,  even  in  the  most  unsettled  parts 
of  the  country,  without  being  told  at  almost  every  turn 
about  the  merits  of  various  tires,  hotels  and  depart- 
ment stores.  Some  of  these  display  sig^s,  especially  in 
scenic  resorts,  are  so  obtrusive  as  to  violate  good  taste. 
At  every  crossroad,  also,  he  will  find  direction  signs  put 
up  by  automobile  clubs,  the  state  authorities  or  the  fed- 
eral government.  But  in  street  railway  practice  it  almost 
appears  that  an  intending  passenger  must  exercise  second 
sight  or  exchange  signals  with  the  motorman  of  an  ap- 
proaching car  before  being  sure  where  it  will  stop  or  if 
it  is  the  one  he  wishes  to  board. 

It  seems  at  times  as  if  some  companies  took  for  their 
motto  the  verse  from  Scripture :  "A  wicked  and  adulter- 
ous generation  seeketh  after  a  sign ;  and  there  shall  no 
sign  be  given  to  it."  If  so,  they  should  read  further  in 
the  same  authority  and  they  will  learn  that  signs  come 
from  heaven  to  aid  the  helpless,  weak  and  ignorant.  If 
more  transportation  managers  would  put  themselves  in  the 
position  of  car  riders,  they  would  soon  realize  the  ques- 
tions which  intending  passengers  are  forced  to  ask  of 
passers-by  because  they  cannot  learn  what  they  want  to 
know  from  the  company  itself.  These  questions  should 
be  answered  before  the  passenger  asks  them,  or  he  will 
be  tempted  to  use  a  taxicab  or  walk. 


Concerted  Effort  Needed  for 
Traffic  Relief 

CONGESTION  of  traffic  in  most  large  cities  con- 
tinues to  grow  unchecked.  Sporadic  attempts  to 
bring  some  measure  of  relief  by  cut-and-try  and  hit-or- 
miss  methods  prove  ineffective  or  are  quickly  outgrown. 
Figuratively  speaking  this  tangle  and  snarl  of  interfering 
traffic  makes  of  our  city  streets  a  modern  Babel  which 
threatens  to  defeat  man's  ambition  by  self-created  con- 
fusion and  lost  motion. 

It  seems  to  be  generally  accepted  that  the  situation  is 
growing  progressively  worse.  Among  those  directly  en- 
gaged in  the  effort  to  bring  about  relief  there  is  also 
the  conviction  that  overlapping  and  duplication  of  the 
several  bureaus,  commissions  and  private  agencies  which 
exist  in  some  communities,  and  which  are  invested  with 
varying  degrees  of  power,  result  in  conflicting  effort, 
wasted  energy  and,  in  some  instances,  serious  waste  of 
public  funds. 

Frequently  the  board  of  aldermen  or  the  city  council 
employs  a  traffic  engineer  working  directly  under  that 
body's  authority  and  direction.  There  also  may  be  a 
city  planning  commission  created  by  ordinance  and  in- 
vested with  broad  powers.  Such  a  body  is  inevitably 
engaged  in  preparing  plans  and  in  making  recommenda- 
tions that  vitally  affect  both  present  and  future  traffic 
conditions.  One  finds  also,  in  several  cities,  a  rapid 
transit  commission,  whose  studies  and  recommendations 
are  inextricably  tied  up  with  the  work  of  the  preceding 
groups.  There  may  be  in  this  same  city  a  transportation 
commissioner  or  supervisor  who  regulates  the  operation 
of  public  transportation  agencies,  the  movement  of  whose 
vehicles  is  a  part  of  the  general  traffic  problem.  There 
may  be,  also,  a  traffic  division  of  the  police  department. 
In   several   instances   such  a  department,   finding  itself 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1139 


unable  to  enforce  the  traffic  regulations  recommended  by 
others,  undertakes  itself  to  study  the  problem  and  to 
make  recommendations  for  bringing  about  relief. 

So  much  for  government  bureaus  and  departments. 
Next  come  the  efforts  by  more  or  less  public-spirited 
citizens  and  organizations  to  aid  in  bringing  about  relief. 
The  merchants'  association  decides  to  do  something 
about  traffic  congestion,  and  if  it  is  aggressive  it  may 
hire  an  engineer  to  study  the  situation  and  make  recom- 
mendations for  improvement  of  conditions.  The  auto- 
mobile club  has  an  interest  in  the  subject  and  it  also 
starts  out  to  suggest  measures  for  relief,  and  sometimes 
carries  this  on  to  an  active  campaign  in  support  of  its 
ideas.  And  so  on  ad  infinitum.  The  larger  the  city  and 
the  more  complex  the  problem  the  more  agencies  one 
finds  advancing  suggestions  and  insisting  on  the  adoption 
of  pet  measures. 

It  needs  but  casual  consideration  of  this  situation  to 
find  a  basic  reason  for  the  lack  of  progress  toward  a 
satisfactory,  community-wide  policy  and  plan  for  relief. 
Most  measures  that  are  adopted  are  mere  expedients  to 
satisfy  the  popular  clamor  for  action.  Until  the  many 
government  and  private  groups  find  some  means  of 
pooling  their  activities  in  a  central  planning,  transporta- 
tion and  traffic  body,  with  ample  funds  and  power  to 
proceed  effectively  toward  the  development  of  definite 
policies  and  a  comprehensive  plan,  there  can  be  little  hope 
of  progress  toward  substantial  and  permanent  relief  from 
present  conditions. 


Financing  on  Favorable  Terms  by 
Twin  City  Company 

NO  SINGLE  piece  of  financing  done  by  an  electric 
railway  this  year  exceeds  in  interest  the  offering 
just  made  by  the  Twin  City  Rapid  Transit  Company, 
Minneapolis,  of  $18,000,000  first  lien  and  refunding  5^ 
per  cent  gold  bonds  at  a  price  to  yield  the  investor  more 
than  5.70  per  cent.  In  some  respects  it  is  a  criterion 
as  to  what  other  companies  similarly  situated  may  be  able 
to  do,  but  it  is  not  desirable  to  carry  the  analogy  too  far. 
The  company  has  not  been  without  its  problems  in  the 
past,  serious  problems  at  that,  but  most  of  the  elements 
affecting  it  are  favorable  to  successful  results  in  the 
future.  Operation  is  under  indeterminate  permits,  valua- 
tions have  been  fixed  upon  which  the  company  is  per- 
mitted to  earn  an  adequate  return,  and  railway,  bus  and 
taxi  operation  are  co-ordinated  in  the  Twin  Cities.  Cash 
dividends  have  been  paid  on  the  common  stock  since 
1899. 

The  accomplishments  of  the  company  are  self-evident. 
Of  greater  interest  just  now  is  the  purpose  behind  the 
present  financing.  In  some  respects  the  issue  is  in  line 
with  the  recommendations  of  the  committee  on  finance  of 
the  American  Electric  Railway  Association.  As  Presi- 
dent Lowry  has  said,  the  program  now  adopted  will 
make  possible  the  refunding  of  all  existing  debt  as  it 
matures  and  provide  complete  separation  of  the  bonded 
debt  of  the  St.  Paul  City  Railway  and  the  Minneapolis 
Street  Railway,  the  principal  constituents  of  the  Twin 
City  Company.  The  terms  of  the  indenture  securing  the 
bonds  are  of  interest  because  of  the  provision  for  the 
issue  of  additional  bonds,  particularly  for  refunding  of 
obligations  of  the  St.  Paul  City  Railway  maturing  in 
1932,  1934  and  1937.  So  far  as  the  present  offering  of 
$18,000,000  is  concerned,  of  the  proceeds  $15,000,000 
and   interest  accrued   to  dates  of  maturity  will   be  de- 


posited with  the  trustee  to  retire  $15,000,000  principal 
amount  of  funded  debt  of  the  pledging  subsidiaries 
maturing  Aug.  15  and  Oct.  1  next,  and  the  rest  to  pay 
for  capital  additions  and  other  corporate  purposes.  In 
short,  the  Twin  City  offering  is  a  large  issue  placed  at 
favorable  terms  at  a  time  of  easy  money  that  appears  to 
afford  the  company  ample  ways  in  which  to  meet  its 
future  maturities  and  its  capital  requirements. 


What  Is  Ahead  for  the  Boston  "L" 

SIGNS  all  point  to  the  settlement  of  the  problem  of  the 
future  of  the  Boston  Elevated  Railway  at  the  coming 
session  of  the  Massachusetts  Legislature.  Just  what  will 
be  done,  however,  remains  a  mystery.  The  state  body 
may  adopted  the  Harriman  plan,  which  called  for  the 
organization  of  a  new  company  backed  by  state  credit 
to  carry  out  a  comprehensive  metropolitan  transit  plan. 
It  may  adopt  the  plan  of  Senator  Warren  for  an  exten- 
sion of  the  present  period  of  public  control  and  private 
operation.  It  may  adopt  the  Eliot  Wadsworth  demand 
for  a  return  of  the  road  to  private  control.  If  the  Legis- 
lature does  nothing  about  the  matter,  and  that  seems  very 
unlikely,  the  road  would  at  the  end  of  the  period  of  pub- 
lic control  revert  to  the  board  of  directors,  who  might 
continue  to  operate  it  on  the  service-at-cost  plan  and  pay 
dividends  at  prescribed  rates. 

.  In  any  event  two  recent  occurrences  will  tend  to  shape 
the  future.  These  are  the  a.dvisory  opinion  by  the  Su- 
preme Court  replying  to  the  intricate  questions  of  law 
raised  in  the  Legislature  last  April  with  regard  to  pend- 
ing plans  for  the  road's  reorganization  and  the  more 
recent  report  by  the  Department  of  Public  Utilities 
which  places  the  reproduction  cost  of  the  Elevated  at 
$188,016,892,  the  transportation  value  at  $118,837,253 
and  the  book  value  at  $109,103,445.  This  last  report, 
referred  to  in  the  Journal  for  Dec.  17,  is  of  particular 
interest.  It  fixes  the  option  price  of  about  $109,000,000 
secured  to  the  Commonwealth  by  the  Act  of  1918  under 
which  the  road  is  now  run  at  about  $10,000,000  less  than 
the  direct  going  value  determined  by  the  Department  of 
Public  Utilities  and  at  $20,000,000  less  than  the  con- 
servative net  value  found  by  subtracting  depreciation 
from  the  full  reproduction  cost.  The  report  by  the  state 
commission  certainly  substantiates  the  statement,  repeat- 
edly made,  that  the  railway  represented  an  honest  invest- 
ment under  public  supervision  that  had  prevented  exces- 
sive issues  of  stock  or  bonds. 

It  is  impossible  to  refer  here  to  all  the  factors  in  the 
situation  or  to  consider  their  intricacies.  As  indicated 
previously,  the  disposition  of  the  matter  rests  with  that 
unknown  quantity  the  State  Legislature.  If  the  Gover- 
nor has  his  way  there  will  be  no  exercise  by  the  state  of 
its  right  to  take  over  the  road.  He  believes  that  the 
situation  is  one  which  gives  the  state  a  distinct  advantage 
but  that  the  solution  of  the  Elevated  problem  lies  in  a 
continuation  of  public  control  without  public  ownership. 

The  present  plan  was  adopted  almost  ten  years  ago  at 
a  time  the  struggle  of  the  management  to  provide  service 
for  a  5-cent  fare  had  brought  about  suspension  of  divi- 
dends and  depreciation  of  property.  It  has  worked  well. 
At  that  time  the  problem  was  to  secure  the  continuance 
of  the  service  in  an  adequate  manner.  The  public  control 
act  achieved  that  end.  There  would  appear  to  be  no 
reason  why  the  present  plan  should  not  be  continued  with 
such  changes  and  modifications  in  it  as  the  working  of 
the  original  act  has  shown  would  be  advantageous. 


Saving  a  Small  System 

Complete  rehabilitation  of  cars  and  track,  reorganizing  departments  and 

systematizing  shop  practice  have  reduced  operating  costs  materially 

and  put  the  railway  on  a  paying  basis 

By  Horatio  Bigelow 

Superintendent  of  Railway  South  Carolina  Power  Company,  Charleston,  S.  C. 


P^&sffiA^'/ 


P^a&^^J^" 


The  rebuilt  double-truck  cars  arc  very  attractive  and  are  economical  to  operate 


WHAT  can  be  done  to  solve  the  problem  of  re- 
ducing operating  costs  and  putting  a  compara- 
tively small  road  on  a  paying  basis  is  afforded  in 
the  experience  of  the  railway  system  of  the  South  Caro- 
lina Power  Company  at  Charleston.  A  complete 
rehabilitation  program  involving  the  remodeling  of  many 
old  cars  and  the  purchase  of  several  new.  unproved. 
Birney-type  safety  cars  along  with  reorganizing  the  per- 
sonnel, studying  traffic  jjroblems  and  accident  reduction, 
selling  rides  by  advertising,  effecting  economies  in  several 
departments  and  systematizing  the  entire  shop  organiza- 
tion and  practices  made  a  new  road  of  this  street  railway. 

Co-operation  of  Men  and  Management  Secured 

Not  long  ago  a  state  of  armed  neutrality  prevailed  be- 
tween the  man  and  the  management.  As  often  happens, 
the  trainmen  and  shed  force  were  continually  at  odds. 
Today  they  are  pulling  together  and  men  and  manage- 
ment are  a  100  per  cent  unit  combined  to  finish  the  job 
of  saving  the  railway.  Teamwork,  without  which  results 
could  never  have  been  obtained,  is  now  evident  in  every 
department.  Each  man  has  been  sold  on  the  possibilities 
and  responsibilities  of  his  job.  Every  employee  has  been 
brought  to  realize  that  advancement  or  failure  depended 
on  his  own  individual  record,  and  if  given  sufficient  rope 
the  undesirable  elements  hung  themselves. 

Close  contact  with  the  trainmen  was  maintained  by 
monthly  meetings  with  their  committee  and  on  their  invi- 
tation by  regular  talks  before  the  monthly  meetings  of 
their  local.  Frequent  talks  with  the  shed  force  also 
kept  up  their  interest.  At  these  meetings,  employees 
were  posted  frankly  as  to  conditions  in  the  railway  de- 
partment, insuring  their  utmost  efforts  to  maintain  their 
jobs  and,  incidentally,  to  help  save  the  situation.    Courses 


in  "Public  Utility  Economics"  and  "Electric  Railway 
Transportation"  besides  putting  men  in  line  for  promo- 
tion made  them  supporters  of  the  management  through  a 
better  understanding  of  the  business. 

Influence  of  Unified  Organization  Far-Reaching 

The  unified  railway  organization  had  a  far-reaching 
influence.  Average  schedule  speed  of  the  system  was 
increased  20  per  cent,  from  7.5  m.p.h.  in  1923  to  9  m.p.h. 
at  present,  despite  an  increase  of  40  per  cent  in  one-man 
car  operation  and  a  considerable  increase  in  traffic  con- 
gestion due  to  the  doubling  of  the  number  of  automo- 
biles during  the  period.  In  1923,  77  per  cent  of  the  cars 
operating  were  "on  time."  The  last  traffic  check  showed 
that  95  per  cent  of  the  cars  operated  were  on  schedule. 
The  trainmen  at  first  viewed  the  new  and  faster  sched- 
ules with  consternation  and  said,  "They  can't  be  main- 
tained." It  was  pointed  out  that  such  schedules  were 
being  maintained  on  comparable  systems,  and  that  the 
men's  jobs  might  hinge  upon  the  solution  of  the  problem. 
The  problem  was  solved. 

The  management  did  its  share  to  help  the  trainmen 
in  their  efforts.  Careful  and  constant  checking  of  sched- 
ule maintenance  by  the  supervisory  force  was  a  big  help, 
as  was  the  elimination  of  unnecessary  stops.  A  third  was 
the  relocation  of  turnouts.  Also,  by  co-operation  with 
the  steam  railroads  delays  at  grade  crossings  were  re- 
duced to  a  minimum. 

Five  different  types  of  cars  were  in  use  in  1923.  Most 
of  them  were  too  large,  not  suited  for  one-man  opera- 
tion and  expensive  to  operate.  By  remodeling  several  of 
the  cars  for  one-man  operation,  purchasing  new,  im- 
proved-type Birney  safety  cars,  adding  some  double- 
truck  cars  in  good  condition  and  retiring  the  obsolete 


1140 


December  24,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1141 


Double-truck  cars  weighing  23  tons  and  costing  2.25  cents  per  car-mile  for  maintenance 

were  retired  from  service 


cars  the  company  was  able  to  reduce  operating  and  main- 
tenance costs  to  a  minimum.  At  the  same  time  the 
service  was  made  more  attractive  to  the  patrons.  Full  de- 
tails of  this  car  rehabilitation  program  were  contained  in 
an  article  appearing  in  the  Sept.  17  issue  of  this  paper, 
page  489. 

When  the  city  launched  an  extensive  paving  program 
requiring  four  years  for  completion  the  railway  laid  plans 
for  reconstructing  its  tracks.  The  smooth  track  made 
possible  the  extensive  operation  of  single-truck  cars.  A 
program  of  rerouting  to  avoid  duplication  of  service  was 
carried  out  and  unnecessary  track  was  abandoned.  Single 
track  was  substituted  on  some  lines  that  did  not  warrant 
a  double  track. 

Traffic  Situation  Alleviated 

Charleston,  with  its  narrow  main  thoroughfares,  is  not 
free  from  traffic  problems.  Through  co-operation  be- 
tween the  management  of  the  railway  and  the  police  de- 
partment however,  the  situation  has  been  alleviated 
considerably.  Convictions  for  parking  automobiles  im- 
properly were  increased  600  per  cent.  The  increase  in 
schedule  speeds  also  bespeaks  the  work  of  the  two  bodies. 

Accidents  have  been  reduced  50  per  cent  during  the 
period  under  consideration.  The  campaign  to  this  end 
was  begun  with  a  "Trainmen's  Bulletin,"  setting  forth 
the  total  cost  of  claims  filed  against  the  railway  and  show- 
ing that  immediate  action  was  necessary  to  remedy  the 
critical  condition.  This  was  followed,  at  the  trainmen's 
invitation,  by  a  series  of  talks  on  accident  prevention  be- 
fore   their    local.      A    graphic    "Trainmen's    Accident 


Record"  was  maintained  in  the  dispatcher's  office  giving 
names,  badge  numbers,  dates  and  classification  of  acci- 
dents. Each  trainman  who  worked  twelve  months  with- 
out an  accident  was  given  a  gold  safety  button.  In  train- 
ing new  men,  special  care  was  taken  to  show  them  the 
quickest  method  of  making  emergency  stops. 

In  any  accident  where  a  question  arose  as  to  the  train- 
man's liability,  he  was  summoned  to  the  superintendent's 
office  for  a  review  of  the  circumstances  and  advised  how 
to  prevent  a  similar  accident.  In  many  minor  accidents 
where  the  trainman  was  clearly  at  fault  he  was  required 
to  pay  personally  for  the  damage  if  he  desired  to  retain 
his  position.  If  a  man's  accident  record  showed  that  he 
could  not,  or  would  not,  improve  in  this  respect  he  was 
dropped. 

Advertising  and  Selling  Rides 

In  1923  an  advertising  campaign  set  forth  the  benefits 
to  be  gained  by  patronizing  the  railway.  Figures  show- 
ing the  condition  of  the  system  and  that  the  public  could 
buy  street  car  service  for  $1  which  cost  $1.25  to  produce 
were  effective. 

When  the  railway  prepared  its  program  of  car  and 
track  rehabilitation,  a  thorough  knowledge  of  the  com- 
pany's predicament  was  told  by  its  advertisements.  Be- 
cause the  city  administration  knew  the  facts  no  opposi- 
tion to  the  plan  was  voiced,  .\gain  waen  the  railway 
company  petititioned  the  city  for  abatement  of  paving 
charges  little  argument  was  necessary,  for  the  company's 
frank  publicity  already  had  presented  its  case. 

"Giving  the  public  somewhere  to  go."  was  the  theme 


•fc.      -^  -I 


Removing    track    on    Bay    Street,    using    concrete    breakers    to 
remove  sections  of  old  pavement 


Street  and  track  improvement  on  Meeting  Street,  showing 
the  west  half  completed 


1' 


1142 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  N  0.26 


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PS  HI 

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SB^^HBra 

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^yg^H 

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Improved  Birney-typc  cars  weigh  but  6  tons  and  consume  1.10  kw.-hr.  per  car-mile 
a  saving  of  0.92  kw.-hr.  over  the  old  cars 


of  a  plan  to  increase  riding.  For  example,  for  the  col- 
ored patrons  of  the  system,  50  per  cent  of  the  total  pas- 
sengers carried,  a  small  park  located  on  one  of  the  car 
lines  was  given  nominal  financial  encouragement  and  ad- 
vertised on  the  cars.  Five  months  operation  of  this  park 
increased  the  gross  revenue  through  additional  patronage 
to  such  an  extent  that  250  per  cent  was  realized  on  the 
investment. 

In  another  attempt  to  bolster  up  car  riding  the  incon- 
spicuous standard  car  color  was  changed  to  a  bright 
orange.  The  first  car  that  came  through  the  paint  shop 
in  its  changed  garb  bore  slogans  to  advertise  street  car 
ridmg  as  the  most  economical  and  safe  transportation 
medium.  It  was  run  for  three  days  in  regular  service  on 
each  of  the  city  lines.  During  the  first  three  days  operat- 
ing receipts  were  6  per  cent  higher  than  those  of  the  other 
cars  on  the  same  line.  A  favorable  editorial  carried  in 

one  of  the  local 
papers  regarding  this 
innovation  proved 
the  experiment  a  de- 
cided success. 

Several  minor 
changes  of  practice 
and  organization 
have  reduced  operat- 
ing costs  a  surprising 
amount.  Energy  con- 
servation was  ob- 
tained through  fur- 
ther instruction  of 
trainmen  in  the  use 
of  power  and  han- 
dling air  brakes.  The 
men's  interest  was 
aroused  and  co-op- 
eration obtained  by 
comparative  graphic 
records.  As  a  check 
on  energy  consump- 
tion enough  record- 
ing watt-hour  meters 
were  provided  to 
equip  one  car  of  each 
type  operated  and 
these  cars  were  so 
rotated  in  service  as 
to  obtain  a  measure 
of  the  same  results 
as  if  all  cars  were 
equipped    with 


Six  street  car  routes  serve  the  city  of 
Charleston,  S.  C. 


meters,  with  87^  per  cent  less  cost. 
The  saving  eflfected  was  over  10  per 
cent,  measured  in  kilowatt-hours  per 
car-mile. 

A  more  efficient  system  of  fare  col- 
lection and  registration  resulted  in  a 
smaller  loss  of  gross  revenue.  The 
year  before  the  system  was  installed 
gross  revenue  decreased  18  per  cent. 
During  the  next  year  nine  months' 
gross  decreased  9  per  cent  and  the  first 
full  year  it  was  in  operation  the  de- 
crease was  5  per  cent.  Incidentally,  the 
proportion  of  total  revenue  increased 
10  per  cent. 

A  "Daily  estimate,  income  from  op- 
erations" sheet,  showing  relation  of 
actual  revenue  to  operating  expense,  based  on  a  closely 
estimated  car-hour  cost,  served  as  a  check  on  the  profit 
of  the  service.  Together  with  frequent  traffic  checks  it 
made  possible  the  proper  co-ordination  of  schedules  with 
traffic  requirements,  reducing  car-hour  wastage  to  a 
minimum  while  fulfilling  the  demands  of  the  riding 
public. 

Reduction  of  forms  in  size  and  number  and  combina- 
tion of  some  of  them  has  saved  money  without  sacrificing 
the  detailed  information  required.  The  purchase  of  a 
mimeograph  machine  aided  this  work. 

The  storeroom  account  had  shown  little  reduction  since 
the  war  period.  A  close  check  of  quantities  required  cut 
this  account  20  per  cent,  with  consequent  saving  in  money 
tied  up  in  stock  and  interest  thereon. 

Careful  reorganization  of  the  supervisory  force  re- 
resulted  in  a  50  per  cent  reduction  of  this  body,  with  im- 
proved efficiency.  Understudies  were  provided  for  all 
positions  in  preparation  for  emergencies  such  as  vaca- 
tions, vacancies,  illness,  etc. 

When  shop  employees  were  paid  off  during  working 
hours,  practically  every  man  came  back  to  the  receiver's 
office  for  change.  The  loss  of  time  was  obvious,  so  the 
system  was  changed.  Today  the  men  are  paid  off  at 
quitting  time  and  a  saving  of  2  per  cent  per  year  has 
been  gained. 

Comparison  with  other  systems,  as  well  as  an  improved 
account  classification,  directed  attention  to  possible 
economies  in  shop  organization.  In  1923  the  force  con- 
sisted of  more  than  60  men.  In  1924  it  was  reduced  39 
per  cent;  in  1925,  8  per  cent;  and  in  1926,  10  per  cent, 
a  total  over  the  period  of  57  per  cent.  In  1923  the  rail- 
way employed  one  shop  man  for  every  22,000  passenger 
car-miles  operated ;  now  there  is  one  employee  for  every 
47,000  passenger  car-miles  operated. 

Maintenance  Costs  Cut  to  Half 

Increased  efficiency  and  modernization  of  shop  prac- 
tices, introduction  of  forms  necessary  to  provide  infor- 
mation placing  definite  responsibility  for  car  failures  and 
abnormal  costs,  together  with  the  co-operation  of  the 
shed  force  obtained  the  result  that  car  mileage  per 
pull-in  was  increased  from  1,200  in  1923  to  6,500  in 
1926 — more  than  400  per  cent.  During  the  same  period, 
the  maintenance  cost  per  car-mile  was  decreased  from 
4.95  cents  in  1923  to  2.65  cents  in  1926,  practically  50 
per  cent  reduction.  Some  of  the  practices  that  were  a 
means  to  this  end  are  given  in  brief  form.  • 

The  adoption  of  the  spray  method  reduced  the  labor 
cost  of  painting  cars  40  per  cent.  It  made  possible  the 
completion  of  necessary  work  in  three-quarters  of  the 


December  24,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1143 


The  old  single-truck  cars  weighed  14  tons,  consumed  2.02  kw.-hr. 

per  car-mile    and  had  a   maintenance  cost  of 

3.13  cents  per  car-mile 


time  formerly  required,  and  the  painting  force  was  used 
to  advantage  on  outside  work  during  the  time  saved, 
with  consequent  credit  to  maintenance  of  cars. 

Waxing  cars,  instead  of  washing,  has  made  possible 
the  use  of  a  much  cheaper  system  of  painting,  and  the 
paint  lasts  half  again  as  long  as  resulted  from  the  former 
more  expensive  system.  It  has  effected  a  25  per  cent 
saving  in  labor. 

Dipping  and  baking  of  armatures  and  fields  has  in- 
creased mileage  of  armatures  from  150,000  to  308,000, 
more  than  100  per  cent,  and  that  of  fields  proportionately. 
For  one  type  of  motor  in  regular  operation,  thirteen 
armatures  had  to  be  rewound  in  1925.  In  1926  this  was 
reduced  to  two.  The  dipping  and  baking  outfit  was  as- 
sembled and  constructed  from  scrap  material  at  a  cost 
of  less  than  $30. 

Life  of  armature  bearings  was  far  below  the  average. 
Purchase  of  a  pyrometer  for  $50  insured  pouring  of 
bearing  metal  at  the  proper  temperature.  The  bearings 
were  pressed  on  under  sufficient  pressure  and  care  was 


I  f^ 


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71 


brake  heads  made  possible  the  use  of  a  number  of  brake- 
shoes  that  had  been  classed  as  obsolete  along  with  the 
cars  for  which  they  were  originally  purchased.  Improved 
brake  rigging,  costing  $30  for  each  car,  avoided  the  ne- 
cessity for  the  purchase  of  slack  adjusters  and  reduced 
"pull-ins"  and  maintenance  costs. 

Lubrication  costs  were  reduced  13  per  cent  through 
continuous  checks  and  employee  instruction  in  economical 
methods,  and  trolley  wheel  mileage  was  increased  from 
4,500  to  8,000  miles  through  improved  lubrication.  By 
using  both  ends  of  brushes,  the  cost  per  mile  of  carbon 
brushes  was  reduced  from  0.034  cent  to  0.015  cent. 


Old   and   new    construction   for   double    track.      Wood   ties   are 

replaced  by  No.  3  standard  steel  ties,  and  asphalt 

is  substituted  for  wood  block 


taken  to  see  that  the  bearings  were  kept  free  from  dirt 
and  grit.  These  methods  have  increased  the  life  of  arma- 
ture bearings  65  per  cent. 

The  actual  expenditure  for  a  circuit  breaker  testing 
set  was  $4.  It  has  been  helpful  in  the  reduction  of  main- 
tenance of  electrical  equipment  of  cars.  Polarity  tests 
for  motors  have  had  a  similar  result,  with  a  saving  of 
time  in  assembling  motors.  Radio  testing  for  defects  in 
electrical  equipment  proved  practical,  low  armatures  even 
being  discovered  by  its  use. 

The  cast-iron  wheels  used  were  found  to  have  a  suffi- 
ciently thick  chill  to  warrant  a  trial  of  wheel-truing 
brakeshoes.  The  trial  was  successful  and  the  continu- 
ance of  this  practice  increased  car  wheel  life  from  18,000 
to  60,000  miles,  or  300  per  cent.     Standardization  of 


Statistics  on  Interstate  Electric 
Railways 

OF  THE  electric  railway  companies  of  the  country 
252  do  an  interstate  business  and  report  operating 
statistics  to  the  Interstate  Commerce  Commission.  Some 
of  these,  like  the  United  Electric  Railways  of  Provi- 
dence, R.  I.,  are  primarily  city  systems  but  have  inter- 


FINANCIAL  AND  OPERATING  DATA  FOR  CALENDAR  YEAR    1926 
OF  INTERSTATE  ELECTRIC  RAILWAYS 

Total,  All  Eastern  Southern  Western 

Item                                  Districts  District  District  District 

Number  of  companies  reporting                252                 167  8  77 

Miles  of  road  operated 13,221              7,613  453  5,155 

Freight  revenue $39,382,332  $15,531,408  $2,629,703  $21,221,221 

Passenger  revenue 138,428,701     78,771,689     2,196,964    57,460,048 

Total  operatingrevenue8....$191,949,l59$102,350,282  $5,197,002  $84,401,875 
Total  operating  expenses 160,702,288     85,228,330    3,931,971     71,541,987 

Taxes  assignable  to  railway  operations: 
Otner  than  U.  S.  government 

taxes $11,300,002     $6,128,924      $445,081     $4,725,997 

U.  S.  government  taxes 997,495         659,496        110,787  227,212 

Operating  income 36,137,540     24,547,000     1,337,964     10,252,576 

Net  income 12,216,134      6,512,243  22,224       5,681,667 

urban  extensions.  Others,  like  the  Kansas  City  Public 
Service  Company,  report  because  some  of  its  city  lines 
cross  the  border  line  of  two  adjoining  states.  But  most 
are  primarily  interurban  lines.  Some  of  the  statistics, 
contained  in  a  report  of  the  Interstate  Commerce  Com- 
mission, Bureau  of  Statistics,  for  the  year  ended  Dec.  31, 
1926,  are  given  in  the  accompanying  tables. 

Ranked  in  the  order  of  gross  operating  revenue,  the 
Pacific  Electric  Railway  of  Los  Angeles,  Cal.,  is  by  far- 
the  largest  company  reporting,  its  total  operating  rev- 
enues for  the  year  amounting  to  $19,111,164.  The  Hud- 
son &  Manhattan  Railroad  comes  next  with  $8,855,678. 
The  United  Electric  Railways  of  Providence,  R.  I.,  comes 
third  with  $8,193,660.  The  Chicago,  North  Shore  & 
Milwaukee  comes  fourth  with  $7,730,152.  The  Kansas 
City  Public  Service  Company  comes  fifth  with  $7,664,599. 


SUMMARY  OF  SELECTED  FINANCIAL  AND  OPERATING  DATA  FOR 
CALENDAR  YEAR ''1926 

Total,  All       Eastern      Southern      Western 

Item                                 Districts  District        District         District 
Rolling  stocic: 

Buses 998  568                   I                 429 

Passenger-carrying  cars 11,843  6,957              272             4,614 

Freight  cars 16,483  6,024               341            10,118 

Other  cars 3,279  1,971                 76              1,232 

Locomotives 586  234                 26                 326 

Mileage,    trailic    and    miscella- 
neous statistics; 

Passenger  car  mileage 368,635,296  198,130,555     7,355,580  163,149,161 

Freight,  mail,  and  express  car 

mileage 74,844,585  28,265,370     4,244,230     42,334,985 

Revenue   passengers   carried 

(thousands) 1,343,757  811,079          25,005          507,673 

Operating  revenues  pep  car- 
mile  (cents) 43.282  45.209         44.802           41.075 

Operating  expenses  per  car- 
mile  (cenU) 36.237  37.646         33.897           34.816 


1144 


ELECTRIC  RAILWAY  JOURNAL 


yol.70,  No.26 


Layout  of  Mercury- Arc  Rectifier  Station  at  Bridgeport,  Conn. 


]  <    ^-Choke  coils 


^,  Uprfghf  bus  supports 

'' '  a    a    6 


D/sconnecf/ngf 
switch  and  fuse 
combination 


....   60'-.. 
Section  ArA 
Disconnecting  switctjes 


w=m 


Tl.P^.^  copper  tubing 

I 


,'U prig  tit  bus 
^'^  supports 


^ 


Inverfed  bus 
supports 


01/ circuit  breakers^ 


■  75 


Section  B-p 


XJ. ^ 

Single  phase  potential 
transformers 


^-!"/.PS.  copper  tuhinc/ 


m 


.Disconnecting        .Heavy  duty  bus        .Clamp  type        iNegative  bus,  fxs'fiat 


terminals 


copper  bars 


U--7-(?^7-'($"-H      Oil  circuit  breakers' 
Section  C-C 


Cross-sections  at  A-A,  B-B,  C-C,  and  D-D  of  ground  plan 


/J'--__>K- 15'. 

Section  D-D 


->U---/^'-- - ->k-7-^->J 


ki      Auxiliary ., 
"T  transformer. " 
'  50 kva.,3 phase. 
25  cycles 


Potential  '^ 
transformers. 
\  single  phase 
oil  immersed 


\^Oil  arcuit 
■\  breakersj po/e 
'  \5.T44.000v.. 
Y  300  amps.  max. 


■.Main  oil  circuit 
I    [breakers, 3 pole 
!    \S.T., 37.000 v.. 
j    '  600  amps.  max. 


..,6'-2"- 


Ground  plan  of  new  substation 


This  battery  of  five  2,000-amp.,  600-volt  mercury-arc  rectifiers  is  said  to  be  the  largest  installation  of  its  kind  in  the  world 

Largest 

Mercury'Arc  Rectifier  Installation 

Made  at  Bridgeport 

Connecticut  Company  has  replaced  old 
generating  station  by  two  new  substations. 
Energy  is  now  purchased.  Operating  cost 
has  been   reduced  more   than   25   per   cent 


WHAT  is  saic!  to  he  the  lar^'est  installation  of  mer- 
cury-arc rectifiers  in  the  world  has  been  made  hy 
the  Connecticut  Company  at  Bridgeport.     Two 
fnew  substations  have  been  designed  and  built  under  the 
'supervision  of  George  E.  Wood.  ])ower  engineer,  one  in 
Ithe  center  of  the  city  having  five  2,000-amp.,  600-volt 
units  and  a  second  in  the  nearby  town  of  Stratford  hav- 
ing   two    units    of    the    same    size.      The.se    are    among 
the  first  substations  where  the  entire  load  is  carried  on 
rectifiers.     The  pre-eminence  in  capacity  of  the  Bridge- 
■port  substation  may  be  of  short  duration,  however,  as 
^kn  order  has  already  been  placed  by  the  Commonwealth 
►Edison  Company  of  Chicago  for  two  5,000-amp.,  600- 
volt  rectifiers  and  it  is  possible  that  the  size  of  this  in- 
stallation may  be  increased  in  the  near  future. 


The  designs  of  the  new  substations  are  the  result  of 
studies  commenced  early  in  the  fall  of  1926  by  the  Con- 
necticut Company  looking  to  the  creation  of  modern 
power  facilities  for  its  electric  railway  lines  in  that  dis- 
trict. The  company's  Seaview  Avenue  generating  sta- 
tion was  aiitiquated  and  costly  to  operate.  Its  location 
was  remote  from  the  load  center  and  considerable  loss 
was  occurring  in  the  trunk  feeders.  Another  influential 
factor  was  the  impending  necessity  for  the  company  to 
spend  about  $60,000  for  a  new  submarine  cable  crossing 
at  the  Yellow  Mill  River,  where  the  city  was  ])lanning 
to  relocate  an  important  highway  bridge. 

Studies  made  by  the  company's  engineers  indicated 
that  the  power  demands  could  be  met  most  satisfactorily 
by  the  construction  of  two  substations,  one  in  the  vicinity 


1145 


1146 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.26 


J*.  ■ 

^B^^Bii^  r  ^~^^^^I^^^^KpU 

•i*: 

l^fi^IS* -^^^  _  ^^!2fl 

H 

1 

At  the  left  is  a  back  view  of  rectifiers  showing  auxiliary  apparatus,  while  at  the  right  are  coolers  for  circulating  water,  located  along 
back  wall.     In  summer  the  warm  air  is  released  outdoors,  while  in  winter  it  is  used  to  heat  the  building 


of  the  Congress  Street  carhouse  in  Bridgeport  and  the 
other  at  Stratford.  The  former,  which  is  manually 
operated,  is  designed  to  carry  the  bulk  of  the  load,  while 
the  latter,  which  is  fully  automatic,  serves  the  eastern 
part  of  the  territory. 

'  Mercury -arc  rectifiers  were  chosen  for  four  reasons : 
(1)  Efficiency:  (2)  ability  to  operate  on  either  25  or 
60  cycles ;  (3)  low  maintenance  cost;  (4)  freedom  from 
heavy  foundation  requirements. 

For  convenience  and  simplicity  it  was  decided  that  all 
units  at  both  substations  should  be  '.he  same  size.  Ac- 
cordingly, seven  2.000-amp..  600- volt  rectifiers  were 
ordered  from  the  American  Brown  Boveri  Electric  Cor- 
jioration  early  in  the  present  year.  Each  unit  has  a 
momentary  overload  capacity  of  3,000  amp. 

Energy  is  at  present  obtained  from  the  generating  sta- 
tion of  the  Connecticut  Light  &  Power  Company  at 
Devon,  on  the  Housatonic  River,  7  miles  east  of  Bridge- 
port. It  was  considered  possible  that  at  some  future 
time  the  Connecticut  Company  might  wish  to  purchase 


its  energy  from  the  New  York,  New  Haven  &  Hart- 
ford Railroad,  which  operates  on  25  cycles.  Thus,  the 
ability  of  the  mercury-arc  rectifier  to  operate  at  either 
25  to  60  cycles  is  an  important  advantage  it  has  over  the 
rotary  converter  for  this  installation. 

Another  important  advantage  in  this  instance  is  that 
the  rectifier  does  not  need  foundations  as  heavy  as  for  a 
rotary.  The  new  Bridegport  substation  is  on  made  land 
between  the  Congress  Street  carhouse  and  the  Pecjuonnock 
River,  and  foundations  sufficiently  heavy  for  rotary  con- 
verters would  have  involved  considerable  cost. 

From  the  Devon  generating  plant  of  the  Connecticut 
Power  Company  two  13,000- volt,  three-phase.  60-cycle 
transmission  lines  have  been  built  to  the  new  substations. 
Both  of  these  are  located  close  to  the  right-of-way  of 
the  New  York,  New  Haven  &  Hartford  Railroad  and 
the  transmission  lines  are  carried  on  the  existing  over- 
head bridges  of  the  railroad. 

Outdoor  equipment  at  the  Bridgeport  substation  in- 
cludes auto-transformers,  main  1,400-kva.  transformers. 


Switchboard  in  new  Bridgeport  substation  has  twenty  panels,   fourteen  for  feeder 

lines,  five  for  rectifier  control  and  one  for  incoming  lines 

and  transformers,  switches,  etc. 


Rear  of  switchboard.     Each  cable  is  tagged  to 

prevent  confusion  on  account  of  the 

complicated  wiring 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1147 


,..^/  I.P.S.copper  fubingt. 


3^ 


■inverted 
fbus  supports 

f/f^hpScopper-. 
,';■''  tuiping^^ 

4  IRS.  copper'} 
tub/ng     I 

D/sconnect        \ 

switches 
^•Current 
transform  ers 

■  Oil  circuit 
breakers 

Main  oil  circuit 
-. — ,  breakers 

'^^           /6-2''—- 
17'- 


Side  elevation,  showing  arrangement  of  apparatus  in  new  Bridgeport  substation 
and  outdoor  transformers  and  auxiliary  control 


as  well  as  the  usnal  disconnecting  switches,  oil  circuit 
breakers  and  other  auxiliaries.  The  auto-transformers 
are  provided  with  five  taps  2  per  cent  aliove  normal  rat- 
ing and  five  taps  2  ]:)er  cent  below  normal.  The  reason 
for  the  use  of  these  units  is  to  permit  operation  at  6,600 
volts,  11.000  volts  or  13,900  volts  as  desired.  It  was  felt 
by  the  designing  engineers  that  it  would  not  have  been 
feasible  to  design  the  main  transformers  to  operate  satis- 
factorily at  these  various  voltages. 

Inside  the  substation  are  the  five  rectifiers  with  their 


Outdoor  equipnnent   at   Stratford   automatic   substation,   which  is 
similar  in  design  to  the  new  Bridgeport  substation 


circulation  pumps  and  the  switchboard.  This  board  has 
twenty  panels.  At  one  end  is  a  panel  for  the  incoming 
lines  and  auxiliary  control.  On  this  are  mounted  also 
the  main  and  auxiliary  meters.  Xext  are  five  rectifier 
panels,  on  which  are  mounted  a.c.  remote  control 
switches,  d.c.  circuit  breakers,  overload,  reverse  power 
and  thermal  relays,  as  well  as  switches  for  the  rectifier 
auxiliaries,  d.c.  ammeters  and  vacuum  indicators.  At  the 
other  end  are  fourteen  feeder  panels  with  circuit  break- 
ers, switches  and  ammeters. 

All  auxiliary  switches  are  normally  closed.  The  pro- 
cedure to  put  a  rectifier  in  service  is  to  close  the  a.c.  cir- 
cuit breaker,  then  the  d.c.  circuit  breaker,  check  the  volt- 
age and  close  the  main  rectifier  switch. 

Work  on  the  building  at  Bridgeport  began  March  27. 
The  first  imit  was  put  in  operation  Aug.  15  and  all  were 
in  operation  by  Sept.  26.  No  trouble  of  a  serious  nature 
has  been  exj^erienced  since  these  rectifiers  have  been  in 
service.  The  longest  interruption  has  been  one  minute, 
and  in  every  instance  where  a  rectifier  has  gone  out  of 
service  the  same  unit  has  immediately  been  put  back. 
Tliere  has  been  no  radio  interference  and  only  slight 
telephone  interference,  which  has  now  been  eliminated. 

An  over-all  efficiency  of  93  per  cent,  including  lirre 
losses,  has  been  obtained  since  the  rectifiers  have  been 
in  operation. 


Outdoor  equipment  of  new  Bridgeport  substation  of  the  Connecticut  Company,  showing  incoming    13,900-volt,  three-phase,  60-cycle 
transmission  lines,  oil  switches,  circuit  breakers,  auto-transformers  and  main  transformers 


The  broad  window  with  visor  above  gi\es  an  attractive  effect  to  the  front  end 

Aluminum  Car  Tested  in  Sl  Louis 

Large  front-entrance,  center-exit,  single-end  car,  designed  for  light  weight 

and  quiet  operation  in  congested  city  service,  is  mounted 

on  worm-drive  trucks 


SJ'J'IKU^,  ea.s}-  ridiiif^  and  attractive,  the  new  car 
just  placed  in  service  by  the  United  Railways  of 
St.  Louis  should  win  customers  and  jjlease  the  pub- 
lic. With  a  few  excejjtions  the  entire  underfraniinfj  is 
constructed  of  diirahiniin.  This  material  has  also  been 
used  in  the  construction  of  some  of  the  e(iuii)ment- parts. 


The  general  api^earance  of  the  body  is  much  the  same 
as  that  of  the  cars  now  operated  by  the  company.  It  is 
a  single-end  car  and  has  front  entrance  and  side  exit. 
Streamline  ])ainting  has  been  u.sed  to  give  a  pleasing 
effect.  The  color  scheme  consists  of  a  cream  color  above 
the  arm  rail,  with  orange  below.    The  interior  is  natural 


DIMEN.SIO.NS  AN 

Length  over  all 50  ft.  8  in. 

Width  over  all »  ft.  H  in. 

Height  over  trolley  board 10  ft.  11  in. 

Side  po.st  centers 30   in. 

Side  glas.s   26  in.  x  26  in. 

Pront-end  glass 28  in.  x  54  in. 

Truck  centers 24  ft.  6  in. 

Truck  wheelbase ^  ....  5  ft,  6  in. 

Journal  centers 5  ft.  flj  in. 

Diameter  of  axles 4J  in. 

Diameter  of  wheels 26  in. 

Worm-drive   ratio    7S    to   1 

Gage   4  ft.  10  in. 

Type   of  truck Timken   Detroit  with 

worm  drive  and  differential  axle 

Motors Four  General  Electric 

No.  1126.  35  hp. 


U  EQUIPMENT  USED  IN  EXPERIMENT.VI> 

Air  brakes Westinghouse  automotive 

type  with  DH-16  compressor 

Control    K-75-A 

Line  switch General  Electric  No.  986 

Seats Hale  &  Kilburn  No.  208  de  luxe 

Door  (»perating  mechanism. 

National  Pneumatic,  safety  interlocking 

Interior  trim    Cherry 

Headlining    Agasote 

Sash  and  .«a.sh  fixtures. 

O.  M.  Edwards  Company 

Car  signal  system Faraday 

Curtain  fixtures. 

Curtain  Supply  Company.  Ring  .'*S 

Curtain  material .Wyndasote 

Destination  sign   ' Hunter 

Farebox     Johnson 


50'-a"  length  wer  a/l~- 
-50'-0^"lengthoverji"xZ"endbe/fmi/- 


ALUMINUM  CAR 

Heater    Peter  Smith  hot  air 

Headlight    Ohio  Brass 

Step   treads Feralun    (aluminum) 

Sander   Nichols-Lintern 

Register    ' Security 

Handbrake     Automotive 

Trolley  catcher Ohio  Brass 

Trolley  base .U.  S.  No.  20 

Seating  capacity    60 

Weight  of  truck  including  wheels 

and  axles   4,302  lb. 

Weight  of  gears,  housings  and 

brakes 1,240  lb. 

Weight  of  G.  E.  No.  1126  motor 479  lb. 

Weight  of  truck  complete 6,500  lb. 

Weight  of  body  complete 19,554  lb. 

Total  weight 32.054  lb. 


^ r'.Qif ^         ^Conafucfors  jeaf 

Floor  plan  of  experimental  aluminum  car  for  St.  Louis 


December  24,  1927 


ELECTRIC   RAILWAY  JOURNAL 


1149 


cherry  with  cream  ceiling.  All  woodwork  above  the  win- 
dows is  stippled  to  harmonize  with  the  light  ceiling  and 
cherry  trim. 

Cross  seats  are  used  except  for  a  single  longitudinal 
seat  at  the  front  right-hand  side,  which  provides  for  five 
passengers.  With  a  semi-circular  .seat  at  the  rear,  the 
total  seating  capacity  is  60.  The  cross  seats  are  non- 
reversible. They  have  a  cane  covering  trimmed  with 
Spanish  brown  leather.  Deep  springs  are  used  in  the 
cushions  and  backs. 

A  cabinet  houses  the  front-end  control  and  air-brake 
equipment.  A  large  front-end  plate-glass  window 
measuring  28  in.  x  54  in!  gives  free  vision  to  the  operator. 
There  is  a  metal  visor,  above  which  are  roller  signs  to 
give  the  route  number  and  destination. 

Twenty-five  36-watt  inside  frosted  lamps  provide  the 
illumination,  and  these,  together  with  the  light  colored 
ceiling,  give  a  very  brilliant  effect. 

The  car  is  arranged  for  either  one-man  or  two-man 
operation.  For  use  when  o])erated  as  a  one-man  car 
there  is  a  ])acking-up  control  equipment  which  is  in- 
stalled in  an  aluminum  stanchion  placed  in  the  center  at 
the  rear  of  the  car.  A  foot  gong  is  also  provided  in  the 
base  of  the  stanchion.  This  arrangement  of  the  control 
equipment  makes  it  possiljje  for  the  nujtorman  to  l)ack 
the  car  without  disturbing  passengers. 

The  General  Electric  No.  1126.  600- volt  motors  have 
been  designed  especially  for  this  purjiose.  They  are  con- 
siderably lighter  and  of  smaller  dimensions  than  the 
standard  railway  motor  of  the  same  horsepower.  The 
four  motors,  rated  at  35  hp.  each,  are  spring  suspended 
and  connected  to  the  axles  by  flexible  ])ro])eller  shafts  and 
worm  drive.  Each  motor  is  suspended  longitudinally 
from  the  truck  frame  in  such  a  manner  that  the  mass  con- 
sisting of  the  motor  and  part  of  the  drive  is  spring  sup- 
ported. The  driving  connection  ])etween  the  motor  and 
worm  is  made  by  means  of  a  short  shaft  fitted  with 
flexible  couplings  at  its  ends. 

The  axles  are  Timken  Detroit,  and  the  gear  ratio  is 
7^  to  1.  To  reduce  the  tran.smission  of  noise  rubber  has 
been  used  in  many  places,  such  as  at  the  center  jilate  and 
side  bearings.  The  wheels  are  also  of  ex])eriniental  de- 
sign intended  to  reduce  ojierating  noise  to  a  minimum. 
Copper  jumpers  provide  a  ])ath  for  the  electric  current. 
Brakes  are  of  the  internal  expanding  drum  type  having 
metal  brakeshoes.  They  are  ajjplied  by  Westinghouse  air 
diaphragms,  an  individual  diaphragm  being  used  for  each 
brake.  The  brake  drum  is  located  approximately  at  the 
center  of  the  axle,  thereby  equalizing  the  torque  set  up 
in  the  axle  at  each  brake  application.  This  particular 
design  is  used  as  a  means  to  reduce  noise  and  provide  a 
more  uniform  Iiraking  of  cars  than  is  pos.silile  with  the 
conventional  brakeshoe  on  the  wheel. 

Comparison  of  the  weights  of  the  worm-drive  truck 
with  standard  trucks  operated  by  the  comj^any  and 
equipped  with  the  regular  GE-265  traction  motors 
shows  that  the  worm-drive  truck  complete  with  two 
motors  weighs  about  1,000  lb.  less,  or  2,000  lb.  per  car. 

Particular  attention  has  been  given  to  keeping  the 
weight  low,  so  that  this  car  weighs  but  32,000  lb.  as  com- 
pared with  40,000  for  other  new  types  of  cars  operated 
by  the  company.  While  the  cost  of  the  car  is  somewhat 
greater  than  for  previous  types,  it  is  expected  that  the 
saving  in  energy  consumption  will  offset  this  increased 
cost.  The  first  trial  run  was  made  on  Oct.  25.  Follow- 
ing this  preliminary  test  of  performance  the  car  was 
exhibited  in  the  main  thoroughfares  of  the  downtown 
district  of  St.  Louis. 


Seat  cushions  and  backs  are  cane  covered  with  deep  springs. 
A  trimming  of  Spanish  brown  leather  gives  a  pleasing  effect 


The  control  and  air-brake  equipment  is  housed  in  cabinets 
at  the  front  end  of  the  car 


* 


The  underframing  was  constructed  almost  entirely  of  duralumin 


1150 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.26 


t 


The  London  Underground  management  takes  no  chances  that  passengers  will  get  on  a  wrong 
train.  This  station  indicator  at  St.  James  Park  station  on  the  Metropolitan  District  Railway 
indicates  by  illuminated  numbers  the  destinations  of  the  next  three  trains  which  will  stop 
at  this  station 

Answering  Questions  Before 
They  Are  Asked 

European  electric  railway  and  bus  companies  have 
developed  a  very  effective  method  of  signing  their 
stopping   points  as  well   as   their  cars   and  buses 

By  Henry  W.  Blake 

Senior  Editor  Electric  Railway  Journal 


OUESTIOKS  about  the  service  that  are  most  fre- 
quently asked  by  a  person  wishing  to  travel  by 
an  electric  railway  to  some  destination  are : 
Where  can  I  get  a  car  ?  How  often  do  they  run  ?  How 
near  does  it  go  to  the  point  I  want  to  reach  ?  How  long 
does  it  take?     How  shall  I  know  when  I  get  there? 

If  the  person  is  a  regular  patron  of  the  line  he  knows 
the  answers  to  these  questions.  If  he  does  not  travel 
regularly  on  the  line  and  cannot  get  satisfactory  answers 
to  these  inquiries,  he  will  often  ride  in  a  taxi  when  a 
car  or  bus  would  have  taken  him  to  his  destination  just 
as  quickly  and  more  cheaply. 

One  of  the  principal  features  of  European  electric 
railway  and  bus  practice  to  impress  the  visitor  from 
America  is  the  excellent  ways  in  which  these  questions 
of  intending  and  actual  passengers  are  answered  before 
they  are  asked.  This  may  be  due,  in  part,  to  the  larger 
number  of  tourists  in  European  cities  and  the  conse- 
quently greater  need  to  cater  to  this  class  of  traffic.  Be 
that  as  it  may,  it  is  very  easy  for  a  person  in  a  European 


city  to  find  the  car  or  bus  which  will  take  him  to  any 
desired  point,  and  where  he  can  board  it.  After  he  does 
so  he  can  learn  from  notices  and  maps  on  the  car  or  bus 
when  he  is  approaching  his  destination. 

The  principle  upon  which  this  method  is  based  is  the 
identification  of  all  routes  by  numbers  or  letters  which 
are  carried  in  a  conspicuous  position  on  the  car  or  bus. 
The  same  numbers  also  appear  in  maps  distributed  by  the 
company  of  its  diflferent  routes,  on  the  stop  signs  to 
show  which  routes  pass  those  points,  on  the  backs  of 
transfer  tickets  where  routes  have  to  be  designated,  and 
in  other  ways.  The  position  of  this  number  on  the  car 
and  bus  is  usually  on  the  hood,  with  often  a  list  of  the 
principal  points  passed  on  the  route.  The  number  and 
list  are  often  repeated  on  the  sign  carried  on  each  side 
of  the  roof. 

In  London  the  law  requires  all  buses  to  carry  such 
a  list  on  both  their  front  and  rear  ends,  and  the  list 
must  read  downward  in  the  direction  in  which  the  bus  is 
going. 


1152 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  Xo.26 


A  feature  of  European  electric  railway  and  bus 
practice  is  that  the  route  is  clearly  indicated 
on  the  vehicle  by  number  and  lettering 

1  and  2.  London  buses  carry  route  numbers  at  the  front,  rear 
and  sides.  They  also  display  the  principal  points  on  the  routes. 
on  a  large  sign  at  the  front  and  rear  of  the  bus. 

3.  Car  in  Florence.  Italy,  in  front  of  the  famous  cathedral. 
Route  signs  with  number  and  lettering  are  carried  on  the  front 
and  on  the  sides. 

4.  This  view  in  Hamburg  shows  not  only  the  route  lettering 
and  numbers  on  the  front  and  sides  of  the  car.  but  also  (at  the 
left )  a  stopping  point  post  sign,  carrying  full  information  about 
all  the  lines  passing  that  point.  The  view  also  shows  an  island 
platform,  which  is  the  rule,  not  the  exception,  at  European 
stopping  points. 

5.  A  car  at  Brussels.  While  advertising  is  carried  at  the 
side  of  the  car.  plenty  of  space  is  reserved  on  the  hood  fo.- 
route  numbering  and  lettering. 


December  24.  1927 


ELECTRIC  RAILWAY  JOURNAL 


1153 


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The  information  given  to  the  passenger 
does  not  stop  after  he  boards  his  car.  He 
is  told  the  direction  in  which  he  is  going, 
the  stop  at  which  he  must  get  out  to  reach 
his  destination,  and  other  helpful  informa- 
tion. The  upper  engraving  shows  the  sim- 
ple schematic  diagram  carried  on  the  sur- 


Route  maps  carried  in  Paris  cars 

face  cars  in  Paris ;  a  similar  map  is  carried 
on  the  bus  lines.  This  map  gives  in  addi- 
tion to  the  route,  the  route  number,  prin- 
cipal streets  crossed,  fare  zones,  average 
time  of  trip  between  different  points,  all 
connecting  bus  and  trolley  lines,  etc.  The 
chart  below  is  a  sample  of  one  carried  on 


the  Paris  rapid  transit  cars.  While  it 
necessarily  differs  somewhat  from  that 
carried  on  the  surface  lines,  as  there  are 
no  fare  sections  and  a  flat  rate  is  charged, 
it  is  equally  replete  with  information,  show- 
ing even  the  nearest  house  number  on  the 
streets  adjoining  the  subway  stations. 


In  Paris,  where  both  buses  and  cars  are  operated  by 
the  same  company,  the  car  routes  are  distinguished  by 
numbers  and  the  bus  routes  by  letters,  but  as  there  are 
more  bus  routes  than  letters  in  the  alphabet  inany  of  the 
routes  have  to  be  distinguished  by  two  letters,  like  AB, 
AC,  BD,  etc. 

The  method  described  of  route  designation  by  carefully 
worked-out  signs  for  cars  is  followed  not  only  by  the 
city  railways,  bus  lines  and  rapid  transit  systems  but  by 
the  steam  roads  in  Europe  as  well.  While  the  latter 
do  not  use  route  numbers  they  generously  placard  their 
cars  with  route  and  destination  signs. 

Publish  M.^ps  and  Time-tables  Also 

The  next  part  of  the  problem  of  merchandising  trans- 
portation by  route  signs  and  numbers  is  to  familiarize 
the  public  with  these  numbers  and  the  routes  to  which 
they  apply.  This  is  done  in  Europe  in  several  ways. 
One  is  to  post  maps  and  tiine-tables  of  the  routes  with 
the  numbers  marked  on  them  at  different  places,  particu- 
larly at  the  stopping  points.  Another  is  to  distribute 
pocket  maps  of  the  city  with  the  routes  marked  on  them, 
accompanied  sometimes  by  supplementary  merchandising 
information,  such  as  a  list  of  interesting  places  to  visit. 
Sometimes  these  maps  are  given  away,  as  by  the  London 
Underground,  London  General  Omnibus  Company  and 
London  County  Council  Tramways.    More  often  a  small 


charge  is  made,  as  2^  cents  in  Berlin.  In  Brussels,  Paris 
and  Rome  somewhat  more  pretentious  pamphlets  are 
issued,  giving  l)esides  a  map  much  information  about 
the  lines.  These  pamphlets  are  sold  at  a  very  low  price. 
The  London  County  Council  supplements  a  plan  of 
issuing  maps  and  time-tables  by  having  at  two  or  three 
iinportant  traffic  points  a  large  map  known  as  a  "path- 
finder." On  each  side  of  the  map  are  20  or  30  buttons, 
each  marked  with  the  name  of  a  place  which  a  person 
might  want  to  reach.  When  a  button  so  marked  is 
pressed,  a  row.  of  lamps  behind  the  map  illuininates  the 
route  to  that  jwint.  Particulars  of  this  maj)  were  pub- 
lished in  the  issue  of  the  Joi;rnal  for  Sept.  3,  1927. 
])age  395. 

Stopping  Points  Marked 

After  learning  what  car  he  needs  to  take  to  go  to  his 
destination  and  the  streets  on  which  it  runs,  the  next  need 
of  the  prospective  passenger  is  to  know  where  he  can 
board  the  proper  car  or  bus.  The  points  at  which  cars 
and  buses  stop  to  receive  and  discharge  passengers  are 
farther  apart  than  is  usual  in  the  United  States.  The 
average  distance  in  Paris  is  250  m.,  or  about  6^  to 
the  mile,  but  an  average  of  79  continental  city  companies, 
ciuoted  in  a  recent  European  convention  paper,  is  375  m., 
or  1,230  ft.,  nearly  four  to  the  mile. 

In  every  European  city  these  stopping  points  are  very 


1154 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70.  No.26 


Stop  signs  and  stations  in  different 
cities  in  Europe 

I.  Stop  sign  on  waiting  platform  in  Paris.  The 
stop  sign  is  cylindrical  in  form  with  the  letters  oi 
the  routes  passing  that  point  conspicuously  dis- 
played. 

2  and  3.  Bus  and  street  car  stop  signs  in  Berlin. 
Both  give  the  numbers  of  the  lines  passing  tha": 
point.  The  street  railway  stop  sign  takes  the  form 
of  a  square  post,  on  which  advertising  is  displayed  besides  the  information  abou* 
the  car  lines  passing  that  point.  The  sides  are  translucent,  so  that  the  lamps 
inside  make  the  wording  easily  legible  at  night.  The  advertising  on  the  post 
illustrated  in  3  helps  defray  the  cost  of  their  construction. 

4.  Stop  signs  in  Naples,  showing  optional  stops  for  eleven  car  lines. 

5.  Sometimes  an  attractive  waiting  station  is  erected  at  the  stopping  point. 
as  at  this  location  on  the  Avenue  de  Friedland,  Paris.  A  skeleton  map  of  the 
system  is  displayed  in  a  frame,  so  that  passengers 
can  easily  select  their  routes. 

6.  A  simple  waiting  station  and  stop  sign  on  the 
Avenue  de  la  Toison  d'Or,  Brussels,  quite  near  the 
oflfice  of  the  Brussels  Tramway  Company. 

7.  Waiting  station  on  the  \'ictoria  Embankment 
near  Westminster  Bridge.  London,  for  passengers 
waiting  to  take  the  cars  of  the  London  County 
Council  Tramways. 

8.  Waiting  station  at  Place  Massena.  Nice. 
Through  cars  are  run  from  this  station  to  many 
surrounding  points,  including  Monte  Carlo. 


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.December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1155 


clearly  marked.  Occasion- 
ally the  marking  is  simply  a 
jnetal  sign,  hung  on  the  span 
wire  in  the  case  of  a  trolley 
line,  or  attached  to  the  side 
of  a  house  for  a  hus  line. 
-More  often  it  is  of  amj^le 
dimensions,  say  15x24  in., 
■carried  on  an  ornamen'^a' 
post  set  in  the  sidewalk  or 
on  an  island  platform.  Stop- 
ping signs  of  this  kind,  as 
.used  in  Paris,  Naples  and 
London  and  by  the  Berlin 
ibuses.  are  illustrated. 

Such  signs  usually  carry 

a  list   of   the   car  and   bus         

routes  stopping  at  that  point. 

In  Italy  and  England  these  route  numbers  are  painted  on 
the  board  attached  to  the  post  supporting  the  sto])  sign. 
In  Paris  the  route  numbers  are  listed  on  each  side  of  a 
cylindrical  casing  containing  a  lamp  so  that  it  can  he  read 
at  night.  The  Paris  view  published  is  of  a  stopping  point 
for  both  electric  cars  and  buses,  as  shown  by  the  fact  that 
it  carries  numbers  (electric  car  routes)  and  letters  (bus 
routes).  In  Germany  the  most  common  form  of  electric 
railway  stop  sign  is  a  built-up  post  with  iron  frame  and 
:glass  sides,  about  2  ft.  square  and  8  to  10  ft.  high.  The 
space  on  this  post  at  about  5  ft.  from  the  ground  is  given 
up  to  time-table  and  other  information  about  the  railway 
lines  passing  that  point.  The  rest  of  the  space  on  the  post 
■carries  commercial  advertising.  This  post,  like  the  Paris 
signs,  is  illuminated  at  night. 

Another  feature  of  European  stop  points  is  the  large 
number  of  raised  platforms  used.  In  fact,  this  type  of 
loading  platform  is  much  more  common  in  Euro])e  than 
In  the  United  States,  possibly  because  heavy  snow  storms 
■are  not  frequent  in  winter  in  Italy,  France,  Belgium, 
Holland  and  in  a  good  part  of  Germany.  Many  of  the 
•systems  also  have  waiting  shelters  at  important  boarding 
or  transfer  points.  Views  are  given  of  typical  stations 
■of  this  kind  in  Paris,  Brussels  and  Nice. 

Information  on  the  Car  Also 

European  transportation  com]3anies  do  not  think  their 
■duty  of  supplying  information  to  the  passenger  ends 
when  he  is  safely  on  the  car  or  bus.  He  still  wants  to 
know  where  to  get  out.  The  Paris  companies  seem  to 
give  the  most  complete  information  on  this  point.  Every 
car  and  every  bus  carries  a  schematic  map  of  its  route. 


Rapid  Transit  stations  in  Paris  are  well  signed 

It  is  practically  impossible  for  any  person  to  go  astray  in 
the  stations  of  the  Paris  subway  system.  The  upner  views 
show  ticket  booths  in  two  typical  Paris  stations.  The  lower 
view  shows  a  train  platform.  In  tlie  passageway  and  on  the 
station  platform  signs  give  the  direction  ot  the  trams  stop- 
ping at  that  platform,  the  stations  which  can  be  reached  by 
these  trains  and  other  data  helpful  to  passengers. 


That  of  electric  railway 
route  No.  105,  or  from 
Vitry  to  Place  de  la  Con- 
corde, is  reproduced.  It 
shows  not  only  the  car  route 
very  plainly,  but  also  all 
points  of  interest  passed,  like 
railroad  stations,  all  cross 
streets,  and  also,  at  the  bot- 
tom, all  points  of  transfer 
to  bus  and  other  street  rail- 
way routes.  The  bus  routes 
are  indicated  on  the  map  by 
letters  such  as  "AC,"  "AL." 
"AF,"  etc.,  and  the  car 
routes  by  the  nuinbers. 
At  the  top  of  the  map  in- 
formation is  given  of  the 
length  of  time  taken  in  minutes  between  different  points, 
and  the  limits  of  the  different  fare  sections.  In  addi- 
tion to  this  ma]5  each  car  also  carries  a  small  poster  with 
somewhat  duplicate  information,  though  without  a  map, 
such  as  the  streets  crossed,  those  at  which  stops  are  made, 


>      ARRET  OBLIGATOIRE 

Lipe  n  105  ■-  VITRV  —  CONCORDE 


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This  supplementary  chart  carried  in  the  Paris  surface  cars  gives 
all  stops,  fare  section  limits,  fares  and  other  information 


1156 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  \o.26 


and  the  rates  of  fare  for  the  several  sections.     It  is  of 
enameled  metal. 

Similar  maps  are  carried  in  the  Paris  buses.  In  Lon- 
don full  information  about  the  route  and  rates  of  fare 
is  given  in  posters  carried  inside  the  l)uses  and  cars,  but 
maps  are  usually  not  included. 

Station  Indicators  of  Rapid  Transit  Lines 

The  rapid  transit  lines  are  as  thorough  in  signing  their 
stations  and  cars  as  are  the  surface  lines.  Indeed,  the 
information  given  is  even  more  elaborate  than  on  the 
surface  lines  because  an  alighting  passenger  is  less  able 
to  identify  the  point  where  he  may  happen  to  be  bv  his 
surroundings. 

In  Paris,  every  station  has  its  name  prominently  dis- 
played in  several  places  and  also  the  direction  of  the 
trains  passing  each  platform.  The  direction  is  indicated 
by  naming  the  terminal  station.  Many  stations  are 
transfer  points,  and  where  this  is  the  case  and  the  ])as- 
senger  walks  from  one  station  to  another,  the  ])assage- 
ways  are  very  clearly  marked.  A  recent  improvement 
has  Ijeen  the  introduction  in  a  number  of  the  passageways 
leading  to  a  station  of  an  automatic  gate  which  closes 
when  a  train  is  about  to  enter  a  station.  In  this  way  the 
danger  of  jjassengers  arriving  late  and  attemjiting  to 
board  the  car  while  in  motion  is  prevented.  The  oper- 
ating mechanism  of  this  gate  is  an  electric  motor  with 
worm  gear  and  pinion.  Passengers  are  warned  by  a  sign 
not  to  attempt  to  pass  through  to  the  station  platform 
while  the  gate  is  closing.  After  the  train  has  left  the 
platform  the  gate  opens  automatically. 

Paris  has  only  one  route  on  which  there  are  any  branch 
terminals.  Hence,  there  is  little  need  for  changeable 
platform  route  indicators.  However,  these  have  been 
developed  to  a  marked  degree  on  the  London  Under- 
ground lines.  The  latest  form  is  the  indicator  at  St. 
James  Park  Station,  illustrated  on  page  1151.  Here 
fifteen  routes  are  indicated  on  the  indicator  board  and 
illuminated  numbers  show  in  advance  of  the  arrival  of 
each  train  the  destinations  of  the  next  three  trains.  With 
such  definite  information  before  him  it  is  hardly  possible 
for  any  underground  railway  passenger  to  go  astray. 

Rapid  Transit  Cars  Also  Carry  Maps 

All  rapid  transit  cars  in  both  Paris  and  London  also 
carry  maps.  One  of  those  used  in  Paris  is  reproduced, 
as  it  is  somewhat  diflFerent  from  the  form  of  map  used 
on  the  Paris  surface  cars  and  buses. 

Two  of  these  maps  are  carried  in  a  frame  in  the  cen- 
ter of  the  car  back  to  back  so  that  they  can  be  seen 
by  passengers  in  all  parts  of  the  car.  The  route  shown 
is  No.  7,  in  the  form  of  a  "Y."  The  heavy  line  shows 
the  route,  the  cross  lines,  printed  red  on  the  map,  show 
connections.  The  lettering  in  the  panels  at  each  station 
gives  the  names  of  the  streets  close  to  that  station,  with 
the  nearest  house  numbers.  On  the  outside  of  the 
train,  the  direction  is  shown  not  only  by  light  markers 
but  by  lettered  signs  on  the  front  and  rear  ends  of  the 
train,  by  lettered  signs  on  each  car,  so  placed  that  they 
can  be  read  from  the  platform  and  by  color  markers 
inside  the  car  similar  in  color  to  those  on  the  ends  of 
the  car.  All  of  this  is  in  addition  to  elaborate  lettering 
and  illuminated  signs  on  the  platform. 

On  the  London  rapid  transit  lines  much  the  same  sys- 
tem of  illuminated  maps  with  supplementary  printed  lists 
of  stops  for  use  within  the  car  is  followed.  Hamburg 
goes  a  step  further  on  its  rapid  transit  system  and  paints 
a  map  of  the  route  on  the  ceiling. 


Automatic  Crossing  Gate  Developed 
by  North  Shore  Line 

ELFICTKIC  highway  crossing  gates  which  are  lowered 
automatically  by  the  approaching  train  itself  by 
completing  a  track  circuit  have  been  in  operation  without 
a  single  failure  for  more  than  two  montlis  on  the 
Wheeler  Road  crossing  of  the  Chicago,  Xorth  Shore 
&  Milwaukee  Railroad,  near  'Libertyville.  111.  The  gates 
were  installed  as  an  ex])erim2nt  and  are  proving  even 
more  reliable  than  those  ojierated  by  hand. 

There  are  two  gates,  10  ft.  long.  o])erated  by  electric 
motors.  They  are  ])laced  on  the  traffic  sides  of  the 
highway  a])proaching  the  crossing  and  are  equijiped 
with  warning  bells  and  red  signal  lights.  Two  signal 
relays  are  sufficient  to  o])erate  them.     The  track  circuits 


The  gate  is  flexibly  supported  so  that  it  is  swung  aside  by  an 
automobile  without  damage,  afterward  returning  to  its  normal 
position 

c(jntrolling  the  gates  can  be  extended  to  any  distance 
away  from  the  crossing.  Warning  can  be  given  at  least 
.35  seconds  in  advance  of  a  train  at  the  highest  s]ieed 
operatod.  At  this  particular  location  the  circuit  is  com- 
jileted  by  approaching  trains  when  2.200  ft.  from  the 
crossing. 

The  a])proaching  train  operates  the  relays,  which 
start  the  warning  bell  and  the  signal  lights  at  from  eight 
to  ten  seconds  before  the  gates  are  lowered.  Should 
an  autoist  fail  to  regard  the  signals  and  crash  into  the 
gate  the  impact  would  not  damage  the  gate,  but  would 
swing  it  around  parallel  to  the  road.  Springs  in  the 
upi)er  case  of  the  gate  posts  provide  for  such  emer- 
gencies. The  gates  would  not  be  in  the  ])ath  of  the  train 
as  their  base  is  set  back  far  enough  from  the  track. 
.After  the  automobile  pas.sed  the  gate  would  swing  back 
to  its  normal  position.  The  gate  mechanism  would  not 
l)c  injured  should  the  gate  drop  directly  on  an  auto- 
mobile, as  it  has  sufficient  slack  in  its  ])arts  to  relieve  the 
strain  on  its  motor.  The  danger  of  a  failure  is  reduced 
to  a  minimum  as  the  track  circuits  employed  are  the 
same  as  the  standard  signal  circuits. 

For  the  purpose  of  accurate  tests,  the  relay  bo.x  is 
now  equipped  with  a  needle  indicator,  having  a  chart 
graduated  into  fifteen-minute  periods.  It  is  operated 
by  six  dry  cells  and  is  connected  with  a  mercury  tube 
on  the  gates.  When  the  gates  are  lowered  the  mercury 
closes  contacts  and  completes  a  circuit  which  operates 
the  indicating  needle  on  the  chart.  Thus  a  record  is 
kept  automatically   of   the  time  each   train  passed  and 


Dcccuibcr  24.  1927 


ELECTRIC  RAILWAY  JOURNAL 


1157 


Automatic  gate  .it  the  Wheeler  crossing  on  the  North  Shore  Line  in  tiormal  position. 
It  is  lowered  by  a  motor  on  the  base  controlled  by  a  track  circuit 


whetliei"  or  not  the  gates  functioned  at  that  time.  A 
signalman  needs  to  make  hut  one  trip  in  24  hours  to 
change  charts  and  insj^ect  the  gates. 

W.  G.  Fitzgerald,  signal  supervisor,  is  planning  for 
a  reserve  source  of  power  to  he  used  in  case  of  emer- 
gency. The  gates  are  now  o])erated  l)y  commercial 
alternating  current.  Should  a  failure  occin-  on  the  a.c. 
circuit  operating  the  gate  motors,  due  to  lightning  or 
other  causes,  a  power-ofF  relay,  operated  1)y  direct  cur- 
rent from  the  trolley,  would  instantly  set  signals  against 
ajjproaching  trains.  'I'he  actual  failure  of  the  a.c.  cir- 
cuit itself  would  cause  the  power-ofF  relay  to  .get  signals 
against  trains. 

Although  still  in  the  experimental  stage,  the  new 
gates  give  promise  of  solving  the  old  prohlem  of  fur- 
ni.shing  crossing  protection  without  the  risk  of  the 
uncertain  "human  element"  and  without  the  prohihitive 


At  left,  interior  of  relay  box,  showing  both  relays,  the  indicator 
and  its  batteries.  At  right,  interior  of  the  gate  post  for  the 
automatic  highway  crossing  gate.  Below  is  the  motor  operat- 
ing the  gate;  above  are  the  springs  which  allow  the  gate  to 
swing  sideways  when  struck  by  a  vehicle 


cost  of  elahorate  automatic  gates.  Various  forms  of  this 
gate  have  heen  usqd  before  by  other  railroads,  but  they 
necessitate  manual  operation.  It  is  believed  that  the 
North  Shore  Line  is  the  first  to  u.se  this  particular  type 
of  automatic  gate. 

^ 

Twenty-one  Waiting  Stations  for 
Passengers  in  St.  Louis 

LOCATED  at  various  points  on  the  property,  the  St. 
^Louis  Public  Service  Company  now  has  21  combined 
shelters  and  refreshment  stands,  according  to  the  brief 
submitted  by  it  for  the  1927  Coffin  Prize.  They  are  in 
the  outlying  districts,  as  well  as  at  the  more  important 
intersections  and  transfer  ])oints  where  passengers  are 
a])t  to  be  waiting  for  cars,  and  are  built  on  company 
property. 

They  were  built  under  the  late  receivershij)  and 
after  one  station,  so  established  as  an  experiment,  had 
proved  successful.  This  station  was  erected  at  the 
terminus  of  one  of  the  lines  where  the  company  had 
maintained  an  open  shelter  of  the  sort  usually  found 
along  electric  lines  in  such  districts.  To  improve  this 
condition  it  oflfered  ground  at  a  reasonable  rental  on 
which  the  lessee  was  to  erect  at  his  own  expense  a  modest 
structure  where  coffee,  soda,  beverages,  confections  and 
tobacco  could  be  sold  and  space  would  be  provided  for  a 
waiting  room  for  j^assengers.  The  building  to  be  erected 
by  the  individual  remained  his  property  and  the  lease 
stijnilated  that  on  termination  of  the  lease  the  lessee 
would  remove  the  building  and  replace  the  property  in  the 
same  condition  as  he  found  it.  In  other  words,  the  com- 
pany was  to  furnish  the  customers  for  his  business  and 
in  return  he  was  to  furnish,  at  his  expense,  the  quarters 
to  shelter  the  passengers  as  well  as  his  own  electric  light, 
water  and  heat.  In  many  of  the.se  buildings  the  tenant 
also  furnishes  the  toilet  facilities. 

Arrangements  like  these  now  not  only  provide  the  21 
waiting  stations  for  passengers  mentioned  but  also  bring 
in  an  income  to  the  railway  company  from  groimd  ren- 
tals of  about  $4,000  per  year  without  any  expense  what- 
soever to  the  receiver.  The  leases  are  drawn  for  a  short 
period  only  and  may  be  terminated  by  the  receiver  at  any 
time  that  the  ground  may  be  needed  for  other  purposes. 


1158 


ELECTRIC  RAILWAY  JOURNAL 


Vol.7Q,  No.26- 


Maintenance  Methods  o/w/ Devices 


=fi*^^= 


Truck  for  Welding  Outfit 

DUE  to  the  accidental  destruction 
of  the  hand  truck  purchased 
originally  with  the  oxyacetylene  out- 
fit used  in  the  Woodside  shop  of  the 
New  York  &  Queens  County  Rail- 
way, New  York  City,  it  was  found 
necessary  to  construct  immediately 
another  truck  in  order  that  the  weld- 
ing work  would  not  be  delayed.  The 
truck    shown    in    the    accompanying 


forced  by  a  |x2-in.  flat  bar  welded  to 
the  top  of  the  uprights  on  the  13-in. 
sides  and  two  ^xl-in.  flat  bars  shaped 
to  fit  the  contours  of  the  truck  and 
welded  to  the  ujirights  on  one  of  the 
25-in.  sides.  A  gxl-in.  bar  shaped  to 
fit  the  truck  is  ])laced  on  the  other 
25-in.  side.  This  fits  into  clips  and  is 
removable  to  allow  for  the  replace- 
ment of  the  ;J-in.  round  iron  hook  in- 
stalled on  the  front  uprights  which 
provides  a  support  for  the  truck  when 
not  in  use.  For  easy  transportation 
of  the  truck  there  is  a  handle  4  ft. 
6  in.  long  and  made  of  ^-m.  round 
iron. 


This  truck  was  cheap  to  construct  and  has 
given  excellent  service 

illustration  was  designed  to  meet  this 
emergency.  It  was  built  out  of  stand- 
ard structural  shapes  easily  obtainable. 
The  platform  of  the  truck  is  made 
from  a  solid  piece  of  j-in.  plate,  30  in. 
long  and  16  in.  wide.  Square  axles 
made  of  2-in.  stock  are  equipped  with 
rear  wheels  of  10  in.  diameter  and 
2  in.  face  and  front  wheels  of  7  in. 
diameter  and  2  in.  face.  The  wheels 
are  spaced  at  20j-in.  centers  and  the 
axles  22-in.  centers.  The  rear  axle  is 
bolted  to  the  platform  and  the  front 
axle  to  a  horizontal  round  plate  which 
makes  contact  with  a  similar  plate 
fastened  to  the  platform.  This  pro- 
vides a  swivel  bearing  for  free  cir- 
cular movement.  Four  pieces  of  2-in. 
angle  are  welded  to  the  platform, 
forming  a  base  structure  25  in.  long 
and  13  in.  wide.  A  2-in.  angle  25  in. 
high  is  welded  to  each  corner  of  this 
base.      These    four   angles   are   rein- 


S peaking  of  "canned  heat" — tie 
a  can  on  your  hot  bearings  and 
make  it  a  full  oil  can. 


Cleaning  Systematized  at 
Los  Angeles 

CAR  trucks,  together  with  various 
fittings,  are  cleaned  carefully  dur- 
ing overhauling  at  the  shops  of  the 
Los  .\ngeles  Railway,  Los  Angeles, 
Cal.  For  preliminary  removal  of 
dirt  and  grease,  a  mixture  of  cleaning 
solution  with  steam  under  pressure 
is  sprayed  over  the  trucks  before  the 
])arts  are  dismantled.  This  is  much 
quicker  than  the  old  method  of  scrap- 
ing otif  the  grease  by  hand. 

All  journal,  axle  and  armature 
bearings  are  cleaned  before  going  to 
the  babbitting  shop  for  rebabbitting. 
A  tank  2^  ft.  x  3  ft.  x  5  ft.  is  used 
for  small  parts  which  can  be  handled 
without  the  use  of  a  crane.  The 
cleaning  solution  used  in  the  tank 
comes  in  a  powdered  form  and  is 
mixed  in  a  proportion  to  give  desired 
results. 

A  larger  tank  3  ft.  2  in.  x  5  ft. 
8  in.  is  used  for  large,  heavy  parts 
such  as  motor  frames,  gears  and  com- 
plete rear  ends  of  buses.  Nuts,  bolts, 
trolley  wheels,  wa.shers,  journal  and 
axle  bearings  and  other  small  parts 
are  ])laced  in  a  heavy  wire  mesh 
basket  and  lowered  into  the  tank. 

The  three  tanks  used  in  connection 
with  this  work  are  heated  with  steam 
radiating  coils  of  sufficient  size  to 
bring  the  solution  to  the  boiling  point 
in  about  30  minutes.  Parts  are  left 
in  the  tanks  from  30  minutes  to  three 
hours,  depending  on  their  condition. 


Setting  Poles  Under  Heavy 
Traffic  Conditions 

By  R.  M.  Cobb 

Constniclioii  Forcvtan  Electrical  Depart- 
ment,  Pacific  Electric   Railway 

UNDER  very  heavy  traffic  condi- 
tions a  total  of  79  poles  were 
set  in  less  than  three  days  by  forces 
of  the  Pacific  Electric  Railway  on 
Ocean  Avenue,  Long  Beach,  Cal. 
Owing  to  the  location,  it  was  neces- 
sary that  the  poles  be  in  true  vertical 
position  after  the  load  of  span  attach- 
ment was  applied. 

The  resulting  strains  on  the  poles 
due  to  the  weight  of  the  over- 
head construction  were  predetermined. 
With  this  quantity  known  the  rake  at 
which  the  poles  were  to  be  set  for 
different  span  lengths  was  calculated 
and  a  curve  was  plotted  for  use  of 
the  line  crews.  The  spans  varied  in 
length  from  90  to  135  ft.  and  in  con- 
sequence it  was  necessary  to  set  the 
poles  at  different  rakes  for  the  dif- 
ferent span  lengths,  so  that  when  the 
load  was  ap]:)lied  the  rake  would  just 
offset  the  normal  deflection  due  to 
the  load. 

Holes  for  the  poles  3  ft.  square 
were  dug  by  hand  for  the  first  2  ft. 
Then  the  remaining  4^  ft.  was  dug  by 
a  machine  in  a  circular  form  with  a 
diameter  sufficient  to  allow  6  in.  of 
concrete  between  the  base  of  the  pole 
and  the  outside  of  the  hole. 

Special  pike  poles  were  used  to  line 
up  the  poles.  The  ones  used  con- 
sisted of  a  piece  of  round  wood  about 
3;^  in.  in  diameter  and  12  ft.  long,  on 
the  end  of  which  was  an  iron  fork, 
the  tines  being  bent  to  a  diameter 
slightly  larger  than  the  pole.  These 
tines  were  covered  with  friction  tape 
to  prevent  slipping. 

Blocks  were  placed  in  the  bottom  of 
the  hole  far  enough  apart  to  catch 
the  weight  of  the  pole  and  still 
allow  the  drainage  necessary  to  pre- 
vent accumulation  of  moisture  and 
consequent  deterioration  from  rust. 

When  the  hole  was  ready  the  pole, 
40  ft.  long  and  weighing  nearly 
2.000  lb.,  was  raised  by  a  derrick  and 
l^Iaced  in  the  hole  ready  for  align- 
ment. In  raking  the  pwles  against  the 
span  strain  a  5-ft.  straight  edge  was 
placed  on  the  front  side  of  the  level 
with  a  graduated  screw  adjustment. 
This  was  used  to  obtain  the  proper 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1159 


rake  as  was  indicated  on  the  plotted 
curve  used  by  the  crew.  A  variation 
of  0.1  in.  in  5  ft.  was  obtained  on 
some  poles.  This  small  variation  was 
due  to  the  small  difference  in  length 
of  span  and  consequent  amount  of 
weight  support. 

When  the  poles  were  raked  prop- 
erly the  ells  for  street  lighting 
conduits  were  placed  by  means  of 
templets  and  the  remaining  excava- 
tion was  filled  in  with  concrete  of  a 
1:2:4  mixture.  About  1  cu.yd.  of 
concrete  was  required  for  each  hole. 

Before  taking  the  pike  poles  away 
it  was  necessary  to  su])port  the  pole 
in  some  manner  to  prevent  the  weight 
moving  it  out  of  alignment.  This 
was  accomplished  by  driving  a  wedge 
on  the  hack  side  of  the  pole  at  the 

sidewalk  line. 

*• 

Proper  Method  of  Packing 

Bearings 

By  Jesse  M.  Zimmerman 

Renewal  Parts  Engineer  IVestinghonse 

Electric  &  Manufacturing  Company 

PROPER  packing  of  bearings  has 
an  importance  seldom  appreciated. 
Bearings  are  often  placed  in  service 
with  imjiroper  ]<acking.  The  func- 
tion of  the  waste  wick  is  to  provide 
a  direct  path  from  the  oil  chamber  to 
the    window.      When    packing    bear- 


should  be  tamped  behind  the  wick,  4.  A  separate  wad  of  waste  should 
using  care  to  force  the  wick  firmly  be  placed  on  top  of  the  main  body  of 
against  the  journal  in  the  window.        the  waste  to  keep  the  dirt  out. 


New  Equipment  Available 


Armature  bearing  housing  with  waste  cham- 
ber cut  out  to  show  proper  method  of 
packing 

ings  the  following  points  should  be 
observed  carefully: 

1.  A  wick  should  be  prepared  from 
a  good  grade  of  long  strand  wool. 
This  wick  should  be  long  enough  to 
reach  from  the  bottom  of  the  oil 
chamber  to  the  top  of  the  waste  cham- 
ber and  should  be  wide  enough  to 
cover  perfectly  the  entire  area  of  the 
window. 

2.  The  wick  should  be  placed  in 
the  waste  chamber  so  that  it  will  reach 
from  the  bottom  of  the  oil  chamber 
and  cover  the  entire  window. 

3.  A    sufficient   quantity   of   waste 


Motor  Resistor  Heater 

CURRENT  taken  by 'car  motors 
during  acceleration  is  used  for 
heating  the  interior  of  cars  by  means 
of  a  motor  resistor  heater  just  an- 
noimced  by  the  Consolidated  Car 
Heating  Company,  Albany,  N.  Y. 
The  heater  shown  in  the  accompany- 
ing illustration  has  one  motor  resis- 
tor heater  unit  and  one  standard 
sheath  wire  heater  unit,  mounted  in 
the  same  casing.  The  motor  resistor 
heater  unit  consists  of  an  element  con- 
taining a  nichrome  wire  resistor  em- 
bedded in  insulating  powder.  This 
is  subjected  to  a  swedging  process, 
whereby  the  outside  diameter  of  the 
pipe  is  reduced,  thus  compressing  the 
insulating  material  into  a  solid  mass. 
Cast  on  the  outside  of  the  pipe  is  an 
aluminum  fin  to  provide  ample  radiat- 
ing surface  for  the  heat  generated 
within  the  resistor.  This  unit  is  se- 
cured to  the  heater  by  suitable  clamps, 
one  of  which  is  a  slip  connection  to 
allow  for  expansion  and  contraction 
of  the  eleinent.  The  heavy  lead  wires 
are  carried  through  the  ends  of  the 
heater  by  porcelain  bushings. 

The  motor  resistor  heater  is  an  en- 
tirely new  development  in  car  heat- 
ing and  makes  possible  great  economy 
in  the  use  of  current.  The  new  and 
imjjortant  function  of  the  heaters  is  to 
remove  the  regular  heater  load  from 
the  peak  load,  and  at  the  same  time 
contribute  a  portion  of  the  heat  neces- 
sary to  heat  the  car. 

These  heaters  provide  the  resis- 
tance for  the  motors  and  have  the 
same  values  as  the  external  resistance 
mounted  underneath  the  car,  which  is 
used  in  the  summertime.  Transfer 
from  the  inside  to  the  outside  resis- 
tors is  made  by  means  of  a  transfer 
switch.     A  peak  load  relay  is  in  the 


resistor  heater  circuit.  When  the 
motor  resistor  heaters  are  operating, 
that  is,  when  the  car  is  being  oper- 
ated with  the  resistance  in  the  motor 
circuit,  the  peak  load  relay  is  ener- 
gized and  short  circuits  the  magnetic 


Relay    used   to    cut   out    car    healers    when 
motor  resistor  heater  is  used 

switch  controlling  the  regular  heaters, 
thus  cutting  them  out.  If  the  temper- 
ature of  the  car  is  below  the  tempera- 
ture at  which  the  thermostat  cuts  the 
heaters  out.  they  will  come  into  serv- 
ice again  automatically  as  soon  as  the 
car  motors  cease  to  run  on  resistance. 
The  two  sets  of  heaters  are  never 
in  operation  at  the  same  time.  The 
regular  car  heaters  are  cut  out  when 
the  motor  resistor  heaters  are  opera- 
ting, and  they  will  be  operating  at  all 
times  when  the  motor  resistor  heaters 
are  not  operating,  except  when  they 
are  cut  out  by  their  thermostatic  con- 
trol. This  effects  a  saving  in  two 
ways.  First,  by  taking  the  normal 
heater  load  off  the  peak  load  of  the 
car  and  consequently  off  the  peak  load 


hs 


The  regular  heater  spindle  is  shown  at  the  top  and  the  motor  resistor  heater  unit 

at  the  bottom 


1160 


ELECTRIC  RAILWAY  JOURNAL 


FoZ.70,  A'o.26 


of  the  power  house :  second,  by  sup- 
plying heat  (hiring  the  time  that  th<.- 
regular  heaters  are  cut  out.  This 
supplementary  heat  reduces  the 
amount  of  current  the  regular  heater 
equipment  would  take  if  the  motor 
resistor  heaters  were  not  used.  In 
other  words,  the  peak  load  is  reduced 
and  the  hourly  consumption  of  elec- 
tric heaters  is  also  reduced. 

The  motor  resistor  heater  shown 
in  the  accom])anying  illustration  is  of 
the  panel  ty])e.  but  these  heaters  are 
also  furnished  in  cross-seat  and  truss 
plank  designs. 

The  safety  heater  switch  used  in 
connection  with  this  equijMnent  con- 
tains the  fuses  and  cainiot  be  opened 
when  the  switch  is  closed.  Further- 
more, the  switch  cannot  be  closed 
when  the  box  is  open.  The  switch 
mechanism  is  of  the  toggle  type,  with 
magnetic  blowout,  and  a  heavy  bar- 
rier protects  the  fuses.  The  move- 
ment of  the  switch  is  such  as  to 
provide  a  good  wipe  at  the  contacts. 
An  important  feature  of  the  construc- 
tion is  that  the  switch  blade  is  thrown 
mechanically  when  it  is  opened.  It  is 
therefore  imi)ossible  for  the  switch  to 
remain  in  when  the  handle  is  thrown 
to  the  off  position.  These  switches 
are  furnished  in  various  ca])acities  up 
to  75  amp.  at  600  volts.  They  are 
neat  in  appearance  and  every  part  is 
substantially  constructed  to  withstand 
hard  u.sage. 


Run  do'ix'H  brakes — ■ 
Break  up  cars. 


Machines  for  Undercutting 
Commutator  Segments 

FOR  undercutting  mica  between 
commutator  segments  of  railway 
motors  two  machines  have  been  intro- 
duced recently  by  the  General  Elec- 
tric Company.  One  is  a  simple 
portable  outfit  which  can  be  moved 
readily  to  any  jjurt  of  the  shoj)  and 
clam])ed  to  the  armature  shaft :  the 
other  is  a  stationary  shop  tool. 

The  portable  outfit  has  adjustable 
stojis  which  limit  the  travel  of  the 
saw  to  the  brush  surface  of  the  com- 
mutator and  is  e(|uii)ped  with  a  float- 
ing drive  shaft  which  ])ermits  the 
grooving  of  a  nunil)er  of  slots  at  one 
setting  of  the  armature.  It  also  has 
an  angular  adjustment  to  com]>ensate 
for  C(jmmutator  bars  not  exactly 
l)arallel  to  the  shaft.  A  slight  tap 
with  the  hand  readily  shifts  the  saw 
from  slot  to  slot  as  the  clamp  is  lined 
and  will  not  mar  the  armature  shaft. 
The  driving  shaft  is  equipped  with 
universal  toggle  joints  and  can  be 
furnished  for  either  belt  or  motor 
drive. 

The  stationary  machine  has  a  base 
which  is  provided  with  adju.stable 
l)illow  1)locks  having  \''-shaped  bear- 
ing surfaces  with  brass  rollers  for 
carrying  the  armature.  Both  vertical 
and  angular  adjustments  are  pro- 
vided, the  latter  adjustment  to  be  used 
where  the  commutator  bars  are  not 
exactly  parallel  to  the  shaft.  The 
circular  saw  is  mounted  on  the  end  of 
the  motor  shaft  and  is  supported  by 
an  offset  bearing,  which  permits  the 
grooving  of  commutators  having  ears. 


Hand  scra])ers  are  designed  and 
shaped  to  remove  the  fins  on  the  mica 
insulation,  also  burrs  and  shaq) 
corners  on  segments  which  are  left 
in  the  grooves  by  the  slotting  ma- 
chine. This  work  is  done  by  drawing 
the  tool  along  the  slot  after  the  com- 
mutator has  been  smoothed  off  by  a 
No.  3  Stellite  machine  cutting  tool. 
The  commutator  should  be  given  a 
final  ])olished  finish  with  sandpaper 
and  blown  clean. 


Portable  Grinder  and  Buffer 

BALL  BEARINGS  for  the  motor 
and  roller  bearings  for  the  grind- 
ing s])indle  are  features  of  a  h-\i\). 
l)ortable  grinder  and  buffer  just  an- 
nounced by  the  Hisev-Wolf  Machine 


^.mmm-. 


One-half  horsepower   portable  grinder 
and  buffer 


Company.  Cincinnati.  Ohio.  This 
tool  is  equip])ed  with  the  new  Hisey 
two-pole  switch  which  provides  con- 
venient control  at  the  grip  handle. 
The  i-hp.  motor,  constructed  es- 
pecially for  heavy-duty  service,  is  of 
the  universal  tyi>e  o]>erating  either  on 
direct  or  alternating  current.  An 
adjustable  cast-steel  wheel  guard  can 
be  placed  at  any  angle  most  con- 
venient for  the  operator.  The  end 
cover  is  readily  removable  and  affords 
(|uick  renewal  of  grinding  wheels. 


Special  machine    (or  slotting  any 
size  commutator 


December  24,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1161 


1928  Convention  Goes  to  Cleveland 

Selection  made  by  policy  committee  after  carefully  weighing  the 

possibility  of  completion  of  new  convention  hall  at  Atlantic 

City.     Adequate  car  exhibit  next  fall  considered 

vital  to  industry 


CLEVELAND  was  again  selected  as 
the  location  for  the  annual  conven- 
tion of  the  American  Electric  Railway 
Association,  which  is  to  be  held  during 
the  week  of  Sept.  22-28,  1928.  This 
decision  was  reached  at  a  joint  meeting 
of  the  policy  committee  and  the  sub- 
committee on  convention  contract  held 
at  association  headquarters  in  New  York 
on  Dec.  16. 

The  decision  was  made  only  after 
the  fullest  investigation,  study  and 
discussion  by  the  several  committees 
which  have  had  the  matter  of  plans 
and  location  for  the  1928  convention 
in  hand.  There  was  a  considerable 
sentiment  in  favor  of  Atlantic  City  as 
the  convention  location,  attributable 
largely  to  the  natural  attractions  of  the 
seashore  resort.  There  was,  however, 
grave  doubt  as  to  the  wisdom  of  select- 
ing the  next  convention  location  on  the 
basis  of  Atlantic  City's  general  popular- 
ity, with  no  definite  assurance  of  the 
completion  of  the  new  convention  hall 
there  and  particularly  in  view  of  the 
assured  superior  facilities  in  Cleveland 
for  a  representative  e.xhibit  of  progress 
in  cars  and  equipment.  Such  an  exhibit, 
it  was  felt,  is  of  vital  importance  at 
the  present  time  because  of  its  influence 
in  stimulating  the  recovery  and  rehabili- 
tation of  the  industry. 

The  committee  had  great  doubt  as  to 
the  actual  completion  of  the  new  At- 
lantic City  exhibit  hall  in  time  for  the 
1928  convention.  Even  if  the  actual  con- 
struction work  were  completed  by  close 
adherence  to  the  best  possible  schedule, 
the  task  of  staging  a  large  convention, 
such  as  that  of  the  American  Electric 
Railway  Association,  immediately  after 
the  completion  of  actual  construction 
work  would  be  attended  with  many  diflfi- 
culties  and  complications,  jeopardizing 
the  success  of  the  convention.  The  oc- 
currence of  any  unexpected  delay  in  the 
construction  program,  on  which  there  is 
still  a  large  amount  of  work  to  be  done, 
might  easily  delay  completion  of  the  new 
hall  in  Atlantic  City  until  after  the  1928 
convention  date.  The  substitute  facil- 
ities available,  in  the  event  this  should 
happen,  were  not  considered  satisfactory 
by  the  committee,  and  it  therefore  de- 
cided that  the  best  interests  of  the  in- 
dustry and  the  association  dictated  the 
selection  of  Cleveland  again  for  the  next 
convention. 

J.  H.  Alexander,  president  Cleveland 
Railway,  and  L.  C.  Dickey,  manager  of 


the  Cleveland  Public  Auditorium,  de- 
scribed the  new  facilities  which  will  be 
available  in  that  city  next  fall.  New 
wings  have  been  added  on  the  north  and 
south  ends  of  the  auditorium  and  a  new 
entrance  has  been  arranged.  A  number 
of  large  and  attractive  meeting  rooms 
will  be  available  in  the  new  wings,  and 
it  will  therefore  be  unnecessary  to  use 
any  part  of  the  annex  for  meeting  rooms 
as  was  done  in  previous  years. 

Action  of  the  joint  meeting  of  the 
policy  committee  and  the  sub-committee 
on  convention  contract  in  selecting  the 
convention  location  completes  the  pre- 
liminary work  for  the  next  convention 
which  was  taken  up  immediately  after 
the  last  Cleveland  meeting.  The  com- 
mittee on  convention  location  held  its 
meeting  in  November,  when  it  was  de- 
cided  that   the    1928   convention   would 


COMING  MEETINGS 
OF 

Electric  Railway  and 
Allied  Associations 

Jan.  6 — Metropolitan  Section, 
A.  B.  R.  A.,  Engineering  Societies 
Building,  39  W.  39th  Street,  New 
York,  N.  Y.,  8  p.m. 

Jan.  16-17 — Midwest  Electric  Rail- 
way Association,  Hot  Springs,  Ark. 

Jan.  18-19 — Kentucky  Association 
of  Public  Utilities,  annual  meeting 
Brown  Hotel,  Louisville,  Ky. 

Jan.  /*-79— Central  Electric  Traf- 
fic Association,  Hotel  Gibson,  Cin- 
cinnati, Ohio. 

Jan.  25 — Central  Electric  Railway 
Master  Mechanics'  Association,  Ho- 
tel Gibson,  Cincinnati,  Ohio. 

Jan.  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Roosevelt  Hotel,-  New 
Orleans,  La. 

Jan.  26-27— Centra]  Electric  Rail- 
way Association,  Hotel  Gibson,  Cin- 
cinnati, Ohio. 

Jan.  31 — New  York  Electric  Rail- 
way Association,  annual  meeting. 
Hotel  Commodore,  New  York,  N.  Y. 


SEPT.  22-28,  1928 
American    Electric    Railway 
Association,    47th    annual    con- 
vention, Cleveland,  Ohio. 


include  exhibits.  This  committee  also  set 
the  date  for  the  last  week  in  September. 
At  that  time,  options  expiring  Jan.  1 
were  secured  on  the  Cleveland  Public 
Auditorium  and  on  the  new  auditorium 
in  Atlantic  City.  Because  of  the  uncer- 
tainty then  existing  regarding  the  date 
for  completion  of  the  Atlantic  City  build- 
ing final  choice  between  Atlantic  City 
and  Cleveland  was  left  to  the  policy 
committee.  Since  the  meeting  of  the 
latter  was  held  only  a  short  time  before 
the  expiration  of  options,  it  was  impos- 
sible to  delay  decision  until  more  defi- 
nite assurance  of  the  completion  of  the 
Atlantic  City  building  could  be  obtained. 
A  delegation  headed  by  A.  H.  Skeen, 
manager  of  the  Atlantic  City  Convention 
Bureau,  outlined  the  situation  regarding 
the  facilities  there,  and  a  separate  report 
was  made  to  the  committee  by  independ- 
ent engineers  who  had  made  a  study  of 
the  building  operations.  The  committee 
made  its  decision  after  full  investigation 
of  the  Atlantic  City  and  Cleveland  pro- 
posals. 

• 

Rail  Corrugation 

RESULTS  of  a  study  of  wheel-rail 
•  contact  pressures  were  presented 
at  a  meeting  of  way  and  structures  com- 
mittee No.  12  on  rail  corrugation  held 
at  association  headquarters.  New  York 
City,  on  Nov.  28.  Data  for  these  studies 
were  secured  by  permitting  one  wheel 
of  a  car  to  run  over  a  strip  of  manila 
paper.  A  relation  between  paper  thick- 
ness and  compressing  force  was  estab- 
lished by  some  tests  in  a  compression 
testing  machine.  The  .study  showed  that 
even  with  new  rails  and  car  speed  of  10 
or  12  m.p.h.  the  wheel-rail  pressures 
are  likely  to  vary  between  ranges  of  the 
order  of  one  to  four. 

As  to  the  corrugraph  data  on  the 
track  sections  which  are  now  under 
observation  it  was  decided  to  .secure 
three  more  sets  of  corrugraph  readings : 
One  .set  to  be  taken  before  the  first  of 
the  year,  another  set  early  in  the  spring 
and  a  last  set  some  time  in  June.  With 
reference  to  the  analysis  of  these  data 
it  was  decided  that  it  should  await  the 
June  collection  of  data. 

In  the  remaining  work  on  the  sec- 
tions which  are  now  under  observation 
it  was  suggested  that  pains  be  taken  to 
observe : 

1.  If  the  corrugation  waves,  where 
both  rails  are  corrugated,  have  their 
crests  opposite  each  other  or  whether  a 
crest  on  one  rail  is  opposite  to  a  valley 
on  the  other  rail. 

2.  The  rate  of  growth  of  corrugation, 
if  such  a  thing  as  growth  exists,  along 
the  rail  in  both  directions. 

With  reference  to  experimental  track 
sections  it  was  suggested  that  committee 
members    representing   operating   com- 


1162 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  Nv.26 


panics  should,  when  it  is  feasible  to  do 
so,  in  building  new  track  or  recon- 
structing old  track,  try  out  the  various 
mitigating  methods  suggested  in  the 
report  of  the  committee  for  last  year. 
Among  the  mitigating  methods  sug- 
gested were  tilting  of  the  rails  to  secure 
a  more  uniform  wheel-rail  contact,  plan- 
ing of  the  rail  head  at  the  mill,  grinding 
of  the  rail  surface  after  the  track  is  con- 
structed but  before  cars  are  operated 
over  it. 

Attention  was  called  to  the  fact  that 
the  Pittsburgh  Railways  is  building 
some  track  with  planed  rails. 

Mr.  Williams  suggested  taking  up 
some  of  the  rails  in  a  section  which  now 
corrugates  badly  and  rebuilding  the 
track  following  the  several  suggestions 
for  corrugation  mitigation. 

Mr.  W'ysor  suggested  building  a  toy 
or  small  scale  experimental  railroad  for 
investigation  purposes.  This  matter  was 
discussed  at  some  length  but  no  formal 
action  relative  to  it  was  taken.  It  was 
suggested  that  the  secretary  request 
Messrs.  Lavan,  Fehr  and  Nardini  to 
look  over  the  resilient  track  which  is 
being  tried  out  in  Denver  in  case  they 
happen  to  visit  the  Denver  property. 

Mr.  Ormondroyd  reported  that  with 
the  co-operation  of  the  Pittsburgh  Rail- 
ways he  had  made  some  observations  on 
track  deflection,  but  as  these  observa- 
tions were  not  very  satisfactory  he  is 
planning  to  secure  a  second  series  of 
deflection  readings.  He  also  reported 
on  some  tentative  calculations  on  track 
and  rolling  stock  vibration  periods. 

The  secretary  also  reported  some  data 
secured  from  vibration  calculations. 

It  seems  from  the  work  so  far  done 
that  both  vertical  and  torsional  vibra- 
tion frequencies  come  within  the  zone 
of  frequencies  likely  to  assist  in  the  pro- 
duction of  corrugation. 

From  the  calculations  so  far  made  it 
does  not  appear  that  the  gyroscopic  ac- 
tion of  the  wheels  is  an  important  con- 
tributing factor. 

The  foreign  committee's  report  rela- 
tive to  improvement  of  rail  quality  was 
discussed  at  some  length. 

In  the  matter  of  the  rails,  now  in  the 
track  on  Jefferson  Avenue,  Detroit, 
where  the  rails  from  one  mill  show  a 
markedly  greater  tendency  to  corrugate 
thaa  the  rails  from  another  mill,  Mr. 
Williams  agreed  to  prepare  tension 
specimens  according  to  A.S.T.M.  speci- 
fications for  Mr.  Ormondroyd,  who 
agreed  to  have  them  tested  for  total 
work  of  rupture  in  the  testing  laborato- 
ries of  the  Westinghouse  Electric  & 
Manufacturing  Company.  Mr.  Williams 
agreed  to  furnish  data  relative  to  tem- 
perature variations  of  rails  laid  in  paved 
track. 

It  was  agreed  that  the  chairman  write 
Mr.  Dalgleish,  president  of  the  Engi- 
neering Association,  relative  to  the  proj- 
ect and  suggest  that  at  least  three  more 
equipment  men  be  appointed  on  the 
committee. 

In  connection  with  Mr.  Fehr's  sug- 
gestion of  vibrograph  studies  on  track 
over  which  new  and  present  types  of 
cars  are  operated,  Mr.  Ormondroyd 
agreed  to  make  such  studies  as  soon  as 


the  Pittsburgh  Railways  places  its  new 
cars  in  operation. 

It  was  agreed  that  oscillographic  stud- 
ies of  vibration  of  both  track  and  roll- 
ing stock  are  advisable  and  that  the 
committee  attempt  to  secure  the  use 
of  a  suitable  instrument. 

The  secretary  presented  the  results 
of  a  study  of  wheel-rail  contact  pres- 
sures. 

It  was  decided  that  another  meeting 
of  the  committee  should  be  held  about 
May  1.  1928. 

Members  present  were  W.  W.  Wysor, 
chairman;  C.  H.  Clark,  H.  J.  Tippett, 
H.  S.  Williams,  C.  R.  Kinnear,  A.  M. 
Nardini,  J.  Ormondroyd  and  D.  D. 
Ewing. 


Rectifier  Committee  Outlines 
Work  for  Year 

SPECIAL  committee  No.  2  of  the 
power  division  on  mercury-arc  recti- 
fiers held  its  first  meeting  of  the  year 
at  association  headquarters,  New  York 
City,  on  Dec.  7. 

After  discussing  the  1927  report  on 
the  subject  of  rectifiers,  which  was  p;"e- 
pared  by  a  sub-committee  of  the  power 
generation  and  conversion  committee, 
the  committee  decided  to  conduct  its 
work  for  the  present  year  on  the  follow- 
ing lines:  (1)  It  will  attempt  to  set  up 
definitions  and  standards  which  will 
serve  as  a  means  of  crystallizing  the 
ideas  of  the  committee  members.  (2) 
The  committee  will  send  out  a  question- 
naire to  bring  up  to  date  the  information 
on  rectifiers  which  was  obtained  by  last 
year's  committee.  (3)  The  committee 
will  keep  in  touch  with  all  phases  of  the 
situation,  putting  special  emphasis  on 
new  developments  in  design  or  opera- 
tion. 

Considerable  time  was  devoted  to  the 
preparation  of  certain  definitions  of  rec- 
tifier terms  to  be  used  in  this  work  and 
in  the  preparation  of  its  report.  The 
committee  agreed  to  include  in  this 
year's  report  another  list  of  all  rectifier 
installations. 

Those  who  attended  the  meeting  were 
H.  W.  Codding,  chairman;  C.  E.  Baker 
representing  F.  W.  Peters,  C.  A.  Butcher, 
C.  L.  Doub,  W.  S.  Richhart  and  G.  C. 
Hecker. 


Accountants'  Executive 
Committee  Meets 

TWO  reports,  one  by  Leslie  Vickers. 
on  the  status  of  the  depreciation 
hearing  in  progress  in  Washington,  and 
the  other  by  the  association's  repre- 
sentative at  the  recent  Railroad  and  Util- 
ities Commissioners'  convention,  were 
made  at  the  Nov.  18  meeting  of  the 
Accountants'  executive  committee  meet- 
ing, held  at  Pittsburgh,  Pa. 

The  committee  voted  to  invite  J.  H. 
Hanna,  chairman  committee  on  national 
relations,  and  Dr.  Thomas  Conway,  Jr., 
chairman  sub-committee  on  depreciation, 
to  become  members  of  the  committee  on 
standard  classification  of  accounts,  and 


announced  the  personnel  of  the  joint 
committee  on  engineering  accounting,  as 
follows :  L.  T.  Hixson,  chairman ;  F.  A. 
Healy,  T.  P.  Kilfoyle,  C.  R.  Mahan  and 
Walter  Shroyer. 

Those  present  at  the  meeting  were 
T.  B.  MacRae,  president;  J.  E.  Heberle, 
C.  R.  Mahan,  E.  A.  Tuson.  L.  T.  Hix- 
son, J.  W.  Welsh,  M.  W.  Glover  and 
Leslie  Vickers. 


Way  and  Structures 

1AVIXG  out  and  planning  work  for 
-/the  coming  year  constituted  the 
principal  business  of  the  way  and  struc- 
tures committee  at  a  meeting  held  at 
association  headquarters,  New  York 
City,  Dec.  8.  Those  present  were  :  H.  H. 
George,  chairman ;  C.  A.  Alden,  C.  W. 
Burke,  C.  H.  Clark,  W.  R.  Dunham,  Jr., 
E.  D.  Eckroad,  E.  B.  Entwisle,  C.  F. 
Gailor,  W.  G.  Hulbert,  Adrian  Hughes, 
Jr.,  E.  M.  T.  Ryder,  C.  A.  Smith,  A.  T. 
Spencer  and  H.  M.  Steward. 

In  considering  the  specifications  and 
standards  now  included  in  the  Engi- 
neering Manual,  the  committee  called 
attention  of  the  chairman  of  special  com- 
mittee No.  1  to  the  advisability  of  con- 
sidering advancing  the  classification  of 
some  of  the  specifications  to  that  of 
standard. 

Special  committee  No.  2  on  track- 
work  held  a  meeting  and  decided  on 
crossing  designs  for  steam  over  elec- 
tric railways.  It  was  recommended  that 
these  be  approved  by  letter  ballot. 


N.ews  of 
Other  Associations 


^^ 


A.I.E.E.  Nominations  Announced 

NOMINATIONS  for  the  general 
officers  of  the  American  Institute 
of  Electrical  Engineers  have  been  made 
by  the  national  nominating  committee. 
Election  will  be  by  letter  ballot  and 
the  results  will  be  announced  at  the 
annual  meeting.  The  officers  so  elected 
will  go  into  office  on  Aug.  1,  1928.  The 
nominations  follow : 

For  president,  R.  F.  Schuchardt,  elec- 
trical engineer  Commonwealth  Edison 
Company,  Chicago,  111. 

For  vice-presidents : 

Northeastern  district,  E.  B.  Merriam. 
Schenectady,  N.  Y. 

New  York  City  district,  H.  A.  Kidder, 
New  York,  N.  Y. 

Great  Lakes  district,  W.  T.  Ryan, 
Minneapolis,  Minn. 

Southwestern  district,  B.  D.  Hull, 
Dallas,  Texas. 

Northwestern  district,  G.  E.  Quinan, 
Seattle,  Wash. 

For  managers :  A.  E.  Bettis.  Kansas 
City.  Mo. ;  J.  A.  Johnson,  Niagara  Falls, 
N.  Y..  and  A.  M.  MacCutcheon,  Cleve- 
land, Ohio. 

For  treasurer:  George  A.  Hamilton, 
Elizabeth,  N.  J. 


December  24,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1163 


>j[ews  qffhe  Industiy 


=ff^^= 


(H 


Authority  for  Subway  Routes 

in  Chicago  Settled 

As  a  result  of  the  settlement  of  all 
differences  between  the  City  Council  of 
Chicago,  111.,  and  the  Board  of  Local 
Improvements  in  the  question  of  author- 
ity in  determining  the  location  of  the 
tubes,  a  matter  which  has  delayed  action 
for  several  weeks  on  the  subway  bill, 
the  fifth  and  last  of  the  railway  enabling 
hill,  this  measure  was  approved  Dec. 
8  and  copies  of  the  bill  forwarded  to  the 
companies.  At  a  joint  meeting  at  which 
Mayor  Thompson,  Assistant  Corpora- 
tion Counsel  Breen  and  the  two  contend- 
ing groups  were  present  it  was  agreed 
that  the  Aldermen  would  have  the  power 
to  decide  on  the  routes  of  the  proposed 
subway  system,  while  authority  over 
engineering  plans  and  actual  construc- 
tion would  be  given  to  Michael  J. 
Faherty,  president  of  the  local  improve- 
ment board.  A  bill  transferring  to  the 
City  Council  the  right  of  location  now 
vested  in  Mr.  Faherty's  organization  is 
consequently  being  drafted  by  the  cor- 
poration counsel.  The  Aldermen  also 
voted  to  draft  a  supplementary  bill  pro- 
viding for  twenty-year  special  assess- 
ment bonds  to  finance  the  subway  sys- 
tem instead  of  the  five-year  bonds  now 
permitted  by  law,  which  would  impose 
too    great    a    burden    upon    property 

owners. 

« 

Fare  Changes  on  Lines  in 
Southern  Michigan 

During  the  year  just  drawing  to  a 
close  a  number  of  changes  were  made  in 
the  fare  schedules  of  the  Michigan  Elec- 
tric Railway  Company  and  its  sub- 
sidiary, the  Southern  Michigan  Trans- 
portation Company,  and  the  Michigan 
Railroad  and  its  subsidiary,  the  Rapid 
Transportation  Company. 

In  January,  1927,  the  rate  of  city 
fares  in  Lansing,  Jackson  and  Battle 
Creek  was  10  cents  cash,  four  tokens 
for  25  cents ;  children's  fare  between  the 
ages  of  five  and  twelve  years,  5  cents 
with  universal  transfers.  On  the  sixteen 
buses  operated  in  Lansing  the  fare 
was  10  cents  cash;  children's  fare  be- 
tween the  ages  of  five  and  twelve  years, 
5  cents  with  universal  transfers.  In 
Kalamazoo  the  fare  was  8  cents  cash, 
four  tokens  for  25  cents;  children  be- 
tween the  ages  of  five  and  twelve  years, 
5  cents  on  cars  and  buses,  with  univer- 
sal transfers. 

Since  then  the  management  has  in- 
duced the  city  officials  in  the  cities  just 
named  to  change  these  rates  to  10  cents 
cash,  three  tokens  for  25  cents,  children 
between  the  ages  of  five  and  twelve 
years  5  cents,  with  universal  transfers. 
These  fares  are  the  same  on  cars  and 
buses. 


The  rate  of  fare  on  the  Southern 
Michigan  Transportation  Company 
buses  operating  between  Jackson,  Battle 
Creek  and  Kalamazoo  and  between 
Jackson  and  Lansing  was  3  cents  per 
mile  in  January,  1927,  but  has  been  in- 
creased to  3^  cents  per  mile.  No  change 
was  made  in  the  rate  of  fare  on  the  in- 
terurban  cars  operating  between  the  sta- 
tions just  named,  that  rate  remaining  at 
3  cents  per  mile. 

The  rate  of  fare  on  the  Rapid  Trans- 
portation Company  buses  operating  be- 
tween Kalamazoo  and  Grand  Rapids  and 


between  Bay  City,  Saginaw  and  Flint, 
in  January,  1927,  was  3  cents  per  mile 
and  has  been  increased  to  3^  cents  per 
mile.  The  fare  on  the  interurban  cars 
of  the  company  operating  between  those 
points  remains  the  same  as  before, 
3  cents  per  mile. 

The  increase  in  fare  on  the  interurban 
buses  was  brought  about  by  filing  tariffs 
with  the  Michigan  Public  Utilities  Com- 
mission. An  interesting  sidelight  is  that 
the  changes  were  received  graciously 
by  both  the  company's  patrons  and  the 
newspapers. 


The  Denver  Decision 

Review  of  controversy  now  ended  with  ruling  favorable  to  railway's 
contention  for  perpetual  rights 


UPHOLDING  the  federal  district 
court,  the  U.  S.  Circuit  Court  of 
Appeals,  as  noted  briefly  in  the  Electric 
Railway  Journal  for  Dec.  17,  page 
1127,  handed  down  a  decision  in  St. 
Louis  on  Dec.  8,  declaring,  in  substance, 
the  Denver  Tramway's  franchise  per- 
petual. The  ruling  made  final  a  district 
court  decision  restraining  the  city  from 
enforcing  its  6-cent  fare  ordinance. 
Circuit  Judge  Booth  said  : 

We  agree  with  the  conclusions  that  in 
neither  the  constitution  of  Colorado  nor 
the  statutes,  nor  the  charter  of  the  city  of 
Denver,  are  to  be  found  any  provisions 
prohibiting  grants  without  time  limit. 

The  opinion  failed  to  support  only  one 
minor  finding  of  the  lower  court  when 
it  ruled  that  the  value  of  the  franchise 
grant  under  1885.  and  1888  ordinances 
is  not  essential  to  the  questions  at  issue. 
The  federal  district  court  fixed  the  value 
of  this  franchise  grant  at  $2,000,000. 
The  high  court  said: 

We  see  no  important  reason  for  its  in- 
clusion in  the  decree,  and  since  the  city  con- 
tends it  is  prejudicially  affected  by  the 
finding  and  has  objected  to  the  inclusion 
of  the  findings  in  the  decree,  we  think  it 
should  be  eliminated.  In  other  respects  the 
decree  is  approved. 

Thomas  H.  Gibson,  attorney  for  the 
city,  would  not  say  definitely  what  the 
attitude  of  his  office  will  be,  but  it  was 
considered  unlikely  the  city  will  try  an 
appeal  to  the  U.  S.  Supreme  Court,  inas- 
much as  this  court  refused  to  take  juris- 
diction last  January. 

The  litigation  just  concluded  began 
during  the  time  of  the  World  War,  with 
the  effort  of  the  Denver  Tramway  to 
obtain  a  higher  fare  than  the  5-cent  one 
allowed  in  the  1906  franchise. 

In  1918,  the  company  appealed  to  the 
State  Public  Utilities  Commission  for 
permission  to  increase  its  fare.  Shortly 
thereafter  the  commission  granted  the 
Tramway  a  7-cent  fare,  but  then  the 
Supreme  Court  handed  down  its  famous 


telephone  case  decision,  holding  that 
Denver  is  a  home  rule  city  and  that,  as 
such,  the  Public  Utilities  Commission 
had  no  authority  over  it. 

At  the  company's  request,  the  City 
Council  then  passed  an  ordinance  grant- 
ing the  Tramway  a  6-cent  fare.  About 
this  time  Dewey  C.  Bailey  waged  his 
campaign  for  election  on  a  promise  to 
restore  the  5-cent  fare.  Following  his 
election,  the  6-cent  fare  ordinance  was 
repealed,  but  the  Tramway  insisted  a 
5-cent  rate  was  confiscatory  and  another 
ordinance  was  passed  permitting  the 
company  to  charge  6  cents. 

The  litigation  then  was  carried  into 
the  federal  court,  where  Judge  Robert  E. 
Lewis,  then  a  federal  district  judge, 
granted  the  company  its  present  8-cent 
cash  rate  with  two  tickets  for  15  cents. 
This  award  was  carried  to  the  Circuit 
Court  of  Appeals  and  upheld. 

Judge  Lewis  made  permanent  an  in- 
junction restraining  the  city  from  en- 
forcing its  5-cent  fare  demands,  and  this 
decision  also  was  upheld  by  the  high 
court. 

The  city  and  the  company  then  began 
a  long  controversy  over  the  valuation  of 
the  tramway,  seeking  to  establish  a  basis 
on  which  return  on  investment  might  be 
figured.  Henry  A.  Dubbs  was  appointed 
special  master  in  chancery  to  set  a  valu- 
ation. Delos  F.  Wilcox  was  employed 
as  the  city's  valuation  expert  and  A.  L. 
Drum  as  an  expert  for  the  company. 

The  company  claimed  valuation  of 
$33,000,000,  Mr.  Wilcox  contended  for  a 
valuation  of  $11,000,000,  and  Mr.  Dubbs 
placed  the  valuation  at  $20,105,707,  in 
October,  1923. 

Attorneys  for  the  tramway,  appealed 
Mr.  Dubbs'  valuation  to  the  federal 
court,  and  Judge  Lewis,  on  Dec.  13, 
1923,  increased  the  figure  to  $23,514,769. 
.\t  this  time  Judge  Lewis  decided  the 
tramway  franchise  was  perpetual,  based 
on  the  igrants  of  1886  and  1888,  but  he 


1164 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.26 


held  that  the  S-cent  fare  provision  was 
not  binding. 

When  Henry  E.  May  became  city 
attorney,  he  appealed  to  the  U.  S.  Su- 
preme Court,  contending  that  if  the  com- 
pany had  a  perpetual  franchise,  the 
5-cent  fare  provision  also  must  stand. 
Last  January,  the  high  court  ruled  it  had 
no  jurisdiction  in  the  matter,  and  the 
case  was  sent  to  the  Circuit  Court  of 
Appeals,  with  which  Mr.  May  filed 
briefs  April  20,  1927. 

The  decision  rendered  on  Dec.  8  was 
a  rejection  of  the  city's  contention  as 
carried  in  Mr.  May's  brief. 

As  things  now  stand  the  company 
would  appear  to  be  entitled  to  earn  a 
return  of  7^  per  cent  on  a  valuation  of 
about  $21,000,000.  The  present  return  is 
approximately  3.9  per  cent,  reports 
show,  while  patronage  of  tram  lines  has 
shown  a  steady  decrease  for  several 
years.  The  problem  before  the  directors, 
who  are  scheduled  to  meet  in  regu- 
lar session  on  Dec.  29,  will  be  to  con- 
sider a  fare  which  will  provide  a  proper 
return  without  becoming  too  great  to 
cut  further  into  patronage.  Figures 
made  public  recently,  showed  a  drop  of 
6,000,000  fares  in  three  years. 


railway   property   restored  fully   to   its 
former  prosperous  condition. 

Several    months    ago    this    property 
passed  into  the  hands  of  local  investors. 


An  Advertisement  Tells 

of  Progress 

In  announcing  its  plan  to  control 
taxicab  cruising  in  Philadelphia,  Pa.,  to 
which  reference  was  made  in  the 
Journal  for  Dec.  10,  page  1080,  the 
Philadelphia  Rapid  Transit  Company 
recently  ran  advertisements  in  the  daily 
papers  of  the  city  telling  of  the  further 
steps  which  have  been  taken  "in  the  in- 
terest of  the  80  per  cent"  with  the  estab- 
lishment of  cab  stands  at  nearly  every 
street  car  stop  in  the  business  district. 
The  company,  owner  of  the  Yellow  Cab 
Company,  expresses  its  belief  that  the 
new  plan  will  assist  in  speeding  up 
traffic  for  everybody  and  make  Yellow 
Cab  service  more  accessible  than  be- 
fore. In  its  advertisement  the  com- 
pany recognizes  the  slight  change  in 
the  taxicab  habits  of  the  cab  riders  who 
will  go  to  the  nearest  car  stop  for  a 
cab  instead  of  hailing  one  on  the  street. 
The  co-operation  of  all  is  sought  in  an 
effort  to  make  the  new  plan  a  success — - 
"to  speed  up  traffic  for  the  80  per  cent." 


Downtown  Parking  in  Oklahoma 
City  Prohibited 

The  Oklahoma  City,  Okla.,  City 
Cotmcil  ha?  adopted  an  emergency 
ordinance  abolishing  double  parking  of 
automobiles  in  the  downtown  district. 
Cars  unable  to  park  at  the  curb  may 
stop  only  long  enough  to  discharge  or 
take  on  passengers.  It  is  believed  that 
this  will  stimulate  use  of  the  electric 
railway  cars,  which,  while  not  the  pur- 
pose of  the  City  Council,  would  be 
gratifying  to  many  citizens,  who  con- 
sider the  Oklahoma  Railway  essential 
to  the  proper  movement  of  traffic  of  the 
city  and  are  anxious  to  see  the  local 


Safety  Zone  Stop  Ruling 

in  Minneapolis 

A  traffic  ordinance  effective  Dec.  6 
in  Minneapolis,  Minn.,  gives  a  definite 
limit  to  street  car  stop  safety  zones  of  a 
strip  4  ft.  wide  adjacent  and  parallel  to 
the  tracks,  as  long  as  the  longest  street 
car  or  street  car  and  trailer.  Except 
where  there  are  safety  zones,  drivers  of 
automotives  must  come  to  a  full  stop  at 
least  10  ft.  behind  the  street  car  until 
gates  are  closed.  Drivers  may  pass  at  a 
reasonable  speed  to  the  right  of  safety 
zones,  but  never  through  them.  Drivers 
may  never  pass  a  street  car  moving  in 
the  same  direction  to  its  left  except 
where  there  is  a  one-way  street. 


Hearing  on  New  York  Labor 
Injunction  Plea  Jan.  23 

Supreme  Court  Justice  Wasservogel 
aimounced  on  Dec.  16,  after  a  confer- 
ence with  the  attorneys,  that  the  hear- 
ing of  the  injunction  suit  by  the  In- 
terborough  Rapid  Transit  Company 
against  the  American  Federation  of 
Labor  and  its  officers  to  restrain  them 
from  attempting  to  organize  the  Inter- 
borough  employees,  has  been  postponed 
from  Dec.  21  to  Jan.  23. 

The  adjournment  was  taken,  it  was 
said,  because  the  papers  in  the  case  are 
so  voluminous  that  more  time  will  be 
needed  for  preparation  before  argu- 
ments are  heard.  Counsel  for  the  labor 
organization  will  have  until  Dec.  24  to 
file  answering  affidavits,  and  counsel 
for  the  Transit  company  until  Jan.  5  to 
file  theirs. 


Profitable  Investment  in  Display 
Signs  in  Atlanta 

A  device  that  has  proved  a  great  con- 
venience to  car  patrons  of  the  Georgia 
Power  Company  was  recently  put  in  use 
by  the  new  Jacobs  Pharmacy  at  Peach- 
tree  and  Ellis  Street.  Atlanta,  Ga.  A 
large  display  board  has  been  placed  at 
the  rear  of  the  store  where  it  can  be 
seen  by  all  customers.  Whenever  a 
street  car  approaches  the  fact  is  sig- 
naled on  the  board  with  the  information 
whether  the  car  is  bound  north  or  south. 
It  is  operated  by  a  colored  porter  who 
stands  outside  the  store  and  presses  a 
button  when  he  sees  a  car  coming  from 
either  direction,  but  it  has  made  the 
store  a  rendezvous  for  all  passengers  on 
this  particular  line. 

Patrons  do  not  have  to  wait  in  the 
rain  watching  for  a  car,  nor  do  they 
have  to  run  to  the  door  every  two  or 
three  minutes  to  see  if  a  car  is  coming. 
The  signal  gives  them  plenty  of  warn- 
ing and  tells  them  what  car  is  coming. 
This  system,  it  is  said,  has  brought  in 
many  new  customers  to  the  drug  store. 


Questions  ^7,000,000  Items  in 
Interborough  Accounting 

New  York  City's  Transit  Commis- 
sion, in  demanding  that  the  Interborough 
Rapid  Transit  Company  amend  its  ac- 
counts covering  subway  operating  con- 
tracts with  the  city,  questions  the  pro- 
priety of  certain  items  charged  to  the 
cost  of  operating  the  subway.  Chairman 
Gilchrist  notified  the  company  that  the 
commission  has  questioned  items  total- 
ing more  than  $7,000,000  in  its  account- 
ing and  asked  the  company  to  inform 
the  commission  whether  or  not  the 
company  will  refrain  from  collecting 
anything  more  on  the  accrued  preferen- 
tial of  about  $4,800,000,  pending  settle- 
ment of  the  accounting  items  in  dispute. 
The  commission  contends  that  the  ac- 
crued preferential  will  be  wiped  out 
by  the  adjustment  of  these  controversial 
items. 

President  Hedley  of  the  company 
said: 

The  contract  between  the  city  and  the 
company  provides  that  the  commission  may 
object  to  any  expenditure  as  unreasonable 
or  improper,  whereupon  the  amount  is  held 
in  a  suspense  account  until  the  item  in 
dispute  is  adjudicated  by  arbitration.  If 
the  determination  of  the  arbitrators  is  that 
the  expenditure  is  reasonable  and  proper, 
the  amount  must  be  charged  against  the 
proper  account ;  otherwise  the  amount,  with 
interest,  must  be  borne  by  the  Interborough 
and  deducted  from  the  accumulated  deficits. 

The  Interborough  does  not  concede  that 
any  item  in  its  charges  for  expenses  has 
not  been  actually  and  necessarily  incurred 
in  the  operation  of  the  subway.  Differences 
of  opinion  might  naturally  arise  as  to 
whether  certain  expenditures  should  be 
charged  to  operation  or  to  the  company. 
For  illustration:  The  expenses  of  the  con- 
sulting engineers  for  their  examinations  in 
connection  with  the  readjustment  of  the 
Manhattan  Elevated  rental  some  years  ago 
are  debatable  either  way.  It  is  for  just 
such  items  that  arbitration  is  provided. 
It  is  not  expected  that  any  board  of  arbi- 
trators will  sustain  the  contention  now 
advanced  by  the  commission  to  anything 
approaching  the  amount  recently  claimed 
in  conference,  and  which  is  set  forth  in  the 
letter  I  have  received. 

As  the  matter  presently  will  be  submitted 
to  a  fair  and  impartial  tribunal  for  de- 
termination, it  will  be  advisable  to  reserve 
discussion  of  details  until  a  hearing  before 
the  arbitrators. 


Another  Ticket  Privilege 
in  Alliance 

The  week-end  pass,  good  for  un- 
limited rides  over  the  entire  division 
of  the  Stark  Electric  Railway,  Alliance, 
Ohio,  on  Saturday  and  Sunday  is  being 
issued  in  an  effort  to  stimulate  week- 
end business,  including  Saturday  night 
trips  to  nearby  cities  for  shopping  and 
shows,  and  for  week-end  visits.  .Ac- 
cording to  E.  W.  Sweezy,  general  man- 
ager, the  new  pass  will  be  sold  for  $1. 
It  will  be  good  over  the  entire  system 
of  35  miles. 

With  this  addition,  the  "ticket  family" 
on  the  Stark  Electric  now  has  twelve 
members,  including  nine  weekly  passes, 
the  Sunday,  daily  system  and  week- 
end permits. 


December  24,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1165 


President  Shannahan  Outlines 

His  Policy  for  Omaha 

John  N.  Shannahan,  the  new  presi- 
dent of  the  Omaha  &  Council  Bluffs 
Street  Railway,  Omaha,  Xeb.,  has  as- 
sumed the  duties  of  his  position.  In  a 
statement  to  the  press  he  said  that  the 
problem  in  Omaha  appeared  to  be  no 
different  than  it  was  in  other  cities  he 
cited  where  intensive  application  of 
modern  methods  has  restored  com- 
panies financially.  His  first  word  to  the 
people  of  Omaha  was  that  the  company 
is  the  servant  of  the  public,  and  he 
would  endeavor  to  hav'e  it  so  regarded 
by  them.  The  company,  he  says,  wants 
the  Omaha  public  to  ride  the  street 
cars.  His  efforts  will  be  directed 
toward  supplying  service  that  would 
bring  this  about. 


The  Appellate  Division's  decision  is 
the  second  set-back  for  Mayor  Walker 
and  the  majority  of  the  Board  of  Esti- 
mate in  their  efforts  to  put  through  the 
plan  of  financing  subway  construction 
proposed  by  John  H.  Delaney,  chairman 


of  the  Board  of  Transportation,  and  re- 
duce the  overhead  on  the  cost  of  the 
city's  new  subways,  sufficiently  to  permit 
the  city  to  maintain  the  5-cent  fare  on 
the  lines  which  it  is  intended  the  city 
shall  operate. 


Lower  Fare  to  Atlanta  University 

The  Public  Service  Conunission's 
order  for  new  fares  in  Atlanta,  Ga.,  on 
the  lines  of  the  Georgia  Power  Com- 
pany has  been  revised  so  as  to  bring 
about  a  reduced  rate  between  Atlanta 
and  Oglethorpe  University.  In  the 
order  affecting  the  Oglethorpe  Univer- 
sity line  the  old  fare  of  13  cents,  with 
privilege  of  transfer,  will  be  replaced 
by  a  10-cent  fare  without  the  privilege 
of  transferring  to  another  line.  If  a 
transfer  is  desired  tickets  will  cost  13^ 
cents,  while  cash  fares  will  be  16  cents. 
The  old  fare  of  6  cents  from  Buckhead 
to  Oglethorpe  will  not  be  increased,  as 
was  provided  for  in  the  original  order 
of  the  commission. 


Gary  Operators  Join  Classes 

Twenty-three  operators,  trainmen  and 
linemen  of  the  Gary  Railways,  Gary, 
Ind.,  have  enrolled  for  the  course  in 
elementary  electricity,  which  is  being 
given  free  to  employees  by  the  com- 
pany. Classes  will  be  conducted  in  the 
Public  Service  Building  every  Tuesday 
night  by  Howard  Ayers,  member  of  the 
staff  of  instructors  in  electrical  engi- 
neering of  Purdue  University. 


Subway  Budget  Item  Disallowed 

in  New  York 

The  decision  of  Supreme  Court  Jus- 
tice Wasservogel,  directing  the  Board 
of  Estimate  of  New  York  City  to  elimi- 
nate from  the  1928  budget  the  item  of 
$13,000,000  for  amortization  of  one- 
fourth  of  a  proposed  issue  of  $52,000,- 
000  of  four-year  subway  construction 
bonds,  was  affirmed  unanimously  on 
Dec.  16  by  the  Appellate  Division.'  The 
decision  not  only  declared  that  the  $13,- 
000,000  item  had  been  placed  unlaw- 
fully in  the  budget,  but  sustained  the 
Citizens  Union's  contention  that  the 
certificate  of  the  Controller  as  to  the 
necessity  of  the  appropriation  was 
necessary. 


So  the  Shippers  Might  Understand 

Completion  of  enlargement  of  Columbus  freight  terminal  turned  to 

advantage  by  railways  to  tell  story  to  shippers 

General  discussion  at  dinner 


THE  completion  of  the  enlargement 
of  the  Columbus  freight  terminal 
was  the  occasion  for  an  inspection  and 
"get-together"  party  at  Columbus,  Ohio, 
on  Oct.  27,  attended  by  traffic  represen- 
tatives of  the  most  of  the  electric  rail- 
way properties  of  Ohio,  Indiana  and 
Michigan,  shippers  of  Columbus,  Ohio, 
representatives  of  civic  organizations  in 
Columbus  and  officials  of  the  Indiana, 
Columbus  &  Eastern  Traction  Company, 
who  sponsored  the  party. 

During  the  summer  additions  were 
made  to  the  freight  house  and  yards, 
consisting  of  an  extension  to  the  freight 
house,  41  ft.  wide  and  approximately 
65  ft.  long,  which  increased  the  floor 
space  65  per  cent  and  door  capacity  "/O 
per  cent.  The  yard  capacity  was  in- 
creased to  accommodate  30  cars. 

The  effect  of  these  changes  was  im- 
mediately noticeable.  Overnight  service 
traffic  between  Columbus  and  Spring- 
field, Cincinnati,  Dayton,  Fort  Wayne, 
Detroit,  Cleveland  and  many  interme- 
diate points  began  to  pick  up.  Unso- 
licited reports  from  shippers  indicated 
that  they  were  highly  pleased  with  the 
new  service.  Complaints  from  the  con- 
necting lines,  regarding  congestion,  at 
this  point,  were  no  longer  received. 

The  officials  then  decided  that  the 
achievement  of  the  Columbus  Interur- 
ban  Terminal  Company  (the  holding 
company  of  traction  terminals  in  Co- 
lumbus) should  be  fittingly  celebrated. 
A  "get-together"  meeting  and  inspec- 
tion party  was  planned  and  letters  of 
invitation  were  sent  to  traffic  and  man- 
aging officials  of  connecting  Ohio,  In- 
diana, and  Michigan  lines,  shippers  and 
representatives  of  civic  organizations  in 
Columbus.  Later,  illustrated  invitations 
were  mailed  giving  the  complete  pro- 
gram for  Oct.  27. 

The  meeting  during  the  day  was  pre- 
sided over  by  W.  R.  Huffer,  traffic  man- 
ager of  the  Indianapolis,  Columbus  & 
Eastern  Traction  Company,  who  also 
conducted  the  tour  of  inspection  through 
the  freight  terminal  and  yards.  Follow- 
ing the  luncheon  at  noon  the  guests 
were  taken  for  a  tour  of  the  capital  in 
special  buses  of  the  Dayton  &  Columbus 
Transportation  Company,  a  subsidiary 
of  Indiana,  Columbus  &  Eastern  Com- 
pany. The  new  O'Shaughnessy  Dam, 
Ohio  State  University  grounds  and 
commercial  districts  were  viewed,  and 
the  tour  ended  at  the  Elks  Country  Club. 

At  6  o'clock  dinner  was  served  at  the 
Country  Club,  and,  acting  as  toastmaster 
of  the  occasion,  J.   M.   Pogue,  general 


manager  of  the  Indiana,  Columbus  & 
Eastern  Company,  endeavored  to  spon- 
sor the  "get-together"  spirit  which  was 
prevalent  in  the  meeting  and  stressed 
the  various  freight  activities  of  interur- 
ban  lines  in  the  territory.  Emphasis 
was  laid  upon  the  fact  that  the  lines 
were  being  called  upon  to  furnish  con- 
siderable freight  equipment  for  han- 
dling carload  business,  particularly  ce- 
ment, as  two  large  plants  are  located 
at  Osborn,  Ohio,  viz.,  the  Southwestern 
Portland  Cement  Company  and  the  Wa- 
bash Portland  Cement  Company. 

The  meeting  was  turned  into  a  round- 
table  discussion  and  compliments  from 
the  Columbus  shippers  and  Chamber  of 
Commerce  officials  regarding  the  service 
of  the  electric  lines  were  enthusiatically 
received  by  the  guests.  Expressions  of 
the  Columbus  shippers  were  to  the  effect 
that  fast  and  efficient  service,  as  had 
been  built  up  by  the  electric  lines,  would 
continue  to  build  up  the  electric  freight 
business  and  the  consensus  of  opinion 
seemed  to  be  that  many  shippers  were 
sending  every  possible  pound  of  freight 
via  the  electric  lines. 

Various  traffic  officials  had  an  oppor- 
tunity to  state  their  problems  and  to 
outline  what  their  individual  properties 
were  planning  for  the  coming  year  in 
the  fields  of  solicitation,  advertising  and 
improved  operating  facilities.  Discus- 
tion  centered  on  the  thought  of  greater 
co-operation  and  improved  service,  dur- 
ing the  coming  year  as  affecting  the 
mterurban  properties  and  the  shippers 
of  the  Central  electric  territory. 

The  concensus  of  opinion  is  that  the 
groundwork  was  laid  at  this  meeting  for 
further  co-operation  with  all  electric 
lines  in  the  territory.  That  was  the 
desire  in  the  first  instance,  and  the 
belief  exists  that  the  gathering  was  more 
than  partially  successful  in  this  respect 


Another  Move  in  Des  Moines 
One-Man  Car  Case 

The  Des  Moines  City  Railway  Des 
Moines,  Iowa,  lost  its  final  attempt  to 
break  loose  from  compulsory  two-man 
car  operation  when  the  Iowa  Supreme 
Court  on  Dec.  17  refused  the  company 
a  rehearing  in  its  case  against  the  street 
car  men's  union. 

The  high  court  had  previously  upheld 
the  Polk  County  District  Court  in  rul- 
ing that  the  25-year  agreement  between 
the  union  and  the  company  making 
two-man  car  service  obligatory  is  bind- 


1166 


ELECTRIC  RAILWAY  JOURNAL 


l'ol.70,  No.26 


ing  in  all  of  its  features.  The  agree- 
ment was  signed  in  1915. 

However,  in  spite  of  the  Iowa  Su- 
preme Court's  refusal  to  reopen  the 
case,  the  decision  of  Dec.  17  is  felt  to 
have  but  little  actual  bearing  on  the 
situation  as  it  exists  now.  The  Des 
Moines  City  Raihva)'  has  been  in  re- 
ceivership since  Nov.  11,  this  year,  and 
Federal  District  Judge  Martin  J.  Wade 
has  empowered  the  receivers  to  ter- 
minate any  contract  affecting  opera- 
tions which  involves  either  labor  or 
materials. 

So  far  the  receivers  have  given  no 
inkling  as  to  whether  they  will  insti- 
tute one-man  cars.  However,  F.  C. 
Chambers,  operating  receiver  and  presi- 
dent of  the  company,  has  stated  re- 
peatedly that  the  company  could  save 
from  $250,000  to  $300,000  annually  by 
substituting  service  with  one-man  cars. 
With  the  companv  facing  an  operating 
deficit  of  $129,000  for  1927,  it  is  gen- 
erally agreed  that  nothing  short  of  one- 
man  cars  will  save  the  day. 


More  Facts  in  Galveston 
Fare  Case 

Additional  data  in  connection  with 
the  application  of  the  Galveston  Elec- 
tric Company,  Galveston,  Te.x.,  for  an 
adjustment  in  car  fares  have  been  pre- 
sented to  the  City  Council  by  R.  G. 
Carroll,  general  manager.  The  board 
was  asked  to  consider  the  value  of 
property  used  for  transportation  pur- 
poses "upon  which  we  are  entitled  to 
earn  a  fair  return."  The  company  de- 
clared that  the  actual  cost  of  property 
used  to  furnish  railwav  service  in  Gal- 
veston was  $2,170,718  on  July  31,  1927, 
and  that  since  that  time  $88,000  in  capi- 
tal expenditures  had  been  made  for 
railway  purposes,  including  $65,000  for 
new  cars. 

Some  weeks  ago  the  company  asked 
for  an  increase  in  fares  on  the  basis  of 
four  tokens  for  30  cents,  a  straight  10- 
cent  fare  or  the  purchase  by  the  rider 
of  a  25-cent  weekly  ticket,  the  holder  of 
which  would  ride  each  time  for  an  ad- 
ditional 5  cents.  This  compares  with 
the  present  fare  of  6  cents. 


Improvements  to  Be  Made  by 
Reading  Transit 

A  contribution  of  $43,666  toward  the 
cost  of  eliminating  a  grade  crossing  in 
the  Borough  of  Bridgeport,  Pa.,  has 
been  demanded  of  the  Reading  Transit 
Company  by  the  Pennsylvania  Public 
Service  Commission.  A  major  portion 
of  the  money  to  be  paid  by  the  railway 
will  be  for  the  reconstruction  of  its 
tracks  made  necessary  because  of  the 
improvement. 

The  commission  directs  the  company 
to  pay  $37,161  for  these  track  reloca- 
tions in  the  borough.  The  railway  also 
must  pay  $5,000  toward  the  cost  of 
building  the  new  bridge  which  will 
eliminate  the  grade  crossing.    The  com- 


Isn't  That  the  Truth? 

THERE  is  nothing  sacred  about 
a  nickel  in  the  street  car  busi- 
ness; there  is  nothing,  either,  that 
would  definitely  fix  10  cents  as  the 
limit.  Those  who  ride  the  car 
lines  will  have  to  pay  what  it  costs. 
Chase  the  matter  through  arguing 
between  company  and  Council, 
chase  the  issue  through  the  courts, 
chase  it  anywhere  you  please,  and, 
in  the  end,  that  is  what  it  will 
amount  to.  If  railway  service  func- 
tions, it  must  be  paid  for.  That 
part  of  the  matter  is  inescapable. 
— Lansing  Journal. 


pany  also  is  to  contribute  1  per  cent 
toward  the  cost  of  taking  property  for 
the  improvement.  These  property 
damages  are  estimated  at  more  than 
$150,000  which  will  make  the  company's 
share  about  $1,505  for  that  item.  A 
crossing  over  four  tracks  of  the  Read- 
ing Company  is  to  be  abolished  by  the 
construction  of  a  bridge.  The  esti- 
mated cost  of  the  work  is  $258,872,  of 
which  amount  the  electric  railway  will 
contribute  more  than  $42,000.  The 
property  damages  are  additional  to  the 
other  costs. 


New  Uniforms  for  Safe  Records 

in  Memphis 

Approximately  100  trainmen  of  the 
Memphis  Street  Railway,  Memphis, 
Tenn.,  will  be  presented  with  new  uni- 
forms and  caps  as  Christmas  gifts  by 
the  management.  Their  records  dis- 
close no  accident  which  cost  the  com- 


More  Than  2,500  Boston 
Cars  Replaced 

The  Boston  Elevated  Railway, 
Boston,  Mass.,  owned,  at  the  time 
the  property  was  taken  over  by  the 
public  trustees  in  1918,  3,372  sur- 
face cars,  of  which  1,354  were 
open  cars,  leaving  2.018  closed 
cars.  At  that  time,  the  use  of  the 
open  cars  had  been  entirely  aban- 
doned and  their  value  was  negli- 
gible. The  number  of  surface  cars 
owned  Dec.  31,  1926,  was  1627, 
which  was  a  shrinkage  of  391  in 
the  number  of  such  cars  owned  in 
1918.  The  book  investment  in  both 
rapid  transit  and  surface  cars  on 
July  1,  1918,  was  $17,427,000,  as 
against  a  book  investment  in  1926 
of  $24,628,000.  This  increase  was 
provided  for  by  the  proceeds  of  the 
issue  of  securities  and  by  the  depre- 
ciation reserve,  or  by  proceeds 
from  the  sale  of  the  Cambridge 
subway.  Of  the  original  surface 
cars  owned  in  1918  there  remained 
only  842 'on  Dec.  31,  1926.— From 
statement  of  committee  reporting 
on  Boston  Elevated. 


pany  money  within  the  past  year.  A. 
D.  McWhorter,  general  superintendent, 
said  it  was  an  expression  of  apprecia- 
tion to  40  per  cent  of  the  trainmen  who 
have  had  no  accident,  causing  damage 
claims. 


St.  Louis  Company  Meets 
Patrons  "On  the  Air" 

To  popularize  its  service  with  the  in- 
habitants of  St.  Louis  and  vicinity  the 
St.  Louis  Public  Service  Company,  new 
owners  of  the  street  railway  system  in 
St.  Louis,  Mo.,  has  taken  to  the  air. 
The  company  has  engaged  prominent 
quartets  of  St.  Louis  to  give  programs 
via  Radio  Station  KMOX,  the  "Voice 
of  St.  Louis." 

In  the  initial  hour  of  the  St.  Louis 
Public  Service  Company  air  career  the 
Pilgrim  Quartet  featured  Christmas 
carols  and  other  songs  suitable  to  the 
holidav  season. 


William  E.  McCoy  Has 
Enviable  Record 

To  commemorate  his  35-year  service 
record  William  E.  McCoy,  veteran 
street  car  motorman  of  the  Roanoke 
Railway  &  Electric  Company,  Roanoke, 
Va.,  was  presented  a  service  pin  at  a 
recent  meeting  of  the  employees.  The 
pin  is  studed  with  seven  diamonds,  one 
for  each  five  years  of  his  time  with  the 
company. 

Since  early  in  1894  Mr.  McCoy  has 
been  running  on  the  Salem  line  and  in 
the  intervening  years  has  become  well 
known  to  thousands  of  patrons.  Of- 
fered opportunities  for  advancement,  he 
passed  them  by  satisfied  with  the 
genuine  pleasure  he  found  in  the  train 
service. 

In  commenting  on  his  experiences 
the  Roanoke  Times  sjys  that  Mr. 
McCoy  has  profited  by  what  has 
crossed  his  vision. 


Curtis  Bay  to  Be  Tapped  by 
Washington-Baltimore  Line 

The  Washingfton,  Baltimore  &  An- 
napolis Electric  Railroad  has  decided  to 
build  a  branch  line  into  the  Curtis  Bay 
District  near  Baltimore.  Rights  of  way 
have  been  acquired  by  the  company  and 
the  Public  Service  Commission  may 
soon  be  asked  to  approve  construction 
of  the  line.  The  branch  probably  will 
run  from  Shipley  Station,  on  the  main 
line,  to  the  junction  of  Cabin  and  Cur- 
tis creeks. 


Belt  Line  Project  in  Oklahoma 

City  Awaited 

With  the  termination  of  the  receiver- 
ship of  the  Oklahoma  Railway,  Okla- 
homa City,  Okla.,  eflforts  will  be  made 
at  once  to  build  a  belt  line,  a  project 
which  met  with  much  opposition  when 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1167 


first  proposed.  Arrangements  for  financ- 
ing the  belt  line  were  completed 
recently  by  Hubert  R.  Hudson.  At  the 
time,  Mr.  Hudson  arranged  to  meet  al- 
most $1,000,000  in  junior  mortgage 
bonds  which  are  due  Jan.  1,  1928. 


One-Man  Cars  to  Continue 
on  Stark  Electric 

The  state  ban  against  one-man  cars 
on  the  Stark  Electric  Railroad.  Alli- 
ance, Ohio,  has  been  lifted.  General 
Manager  E.  W.  Sweezy,  appearing  be- 
fore the  Ohio  Public  Utilities  Commis- 
sion at  Columbus,  was  assured  that  the 
state  citation,  received  a  short  time 
after  two  interurban  cars  had  crashed 
near  Sebring,  would  be  indefinitely 
deferred. 

Appearing  before  the  officials  with 
records  of  one-  and  two-man  operation, 
covering  a  period  of  twelve  years,  Mr. 
Sweezy  gave  his  reasons  why  the  com- 
pany should  not  be  compelled  to  dis- 
continue one-man  operation  until  a 
block  system  had  been  installed.  The 
figures  showed  that  under  two-man  op- 
eration an  accident  was  recorded  every 
530,000  miles,  while  with  one-man  op- 
eration there  has  been  only  one  wreck 
in  approximately  1,250,000  miles. 

While  the  state  department  has  not 
ordered  the  installation  of  a  block  sig- 
nal system,  this  is  being  planned  for  the 
near  future,  according  to  Mr.  Sweezy. 
Next  summer,  it  is  believed,  business 
on  the  line  will  warrant  the  additional 
cost  for  installation  over  part  of  the 

division. 

• 

Strike  Continues  on  Schuylkill 
Railway 

No  report  of  material  progress  in  the 
status  of  the  Schuylkill  Railway  strike 
emanates  from  that  territory.  On  Dec. 
9  a  conference  was  held  in  Philadelphia 
between  the  receivers  and  representa- 
tives of  the  men  through  M.  A.  Kilker, 
a  lawyer  of  Girardville,  Pa.,  who  made 
an  earnest  plea  for  settlement.  These 
efforts  so  far  have  proved  unavailing, 
though  Mr.  Kilker  is  still  endeavoring 
to  promote  this  purpose. 

The  differences  between  the  receivers 
and  the  men  relating  to  the  wage  scale 
were  satisfactorily  adjusted,  but  the  men, 
at  a  subsequent  meeting,  rejected  the 
offer  as  a  whole  because  the  receivers 
found  themselves  unprepared  and  unable 
to  extend  the  agreement  with  the  rail- 
way men  to  include  bus  men  of  a  sep- 
arate corporate  organization  over  whom 
thev  had  no  control  or  influence. 


Safety  Bonuses  Awarded  to 
Brooklyn  Operators 

Safety  bonuses  aggregating  $125,060 
wer£  awarded  last  week  by  the  Brooklyn 
City  Railroad  and  the  Brooklyn-Man- 
hattan Transit,  Brooklyn,  N.  Y.,  to  their 
employees  who  had  a  record  for  no 
"at  fault"  accidents  in  operating  surface 
cars.  The  former  distributed  $71,000 
and  the  latter  $54,060. 

On  behalf  of  the  Brooklyn  City  Rail- 
road, Borough  President  Byrne,  in  his 
reception  room  at  Borough  Hall,  on 
Dec.  16  presented  to  each  of  28  motor- 
men,  conductors  and  safety  car  operators 
of  the  company  a  gold  watch  suitably 
engraved.  The  company  awarded  the 
watches  to  those  employees  who  had 
operated  cars  for  the  twelve  months 
ended  Nov.  30,-  1927,  without  an  acci- 
dent. The  watches  were  presented  in 
addition  to  the  regular  $60  safety  bo- 
nuses which  each  man  earned. 

Mr.  Byrne,  after  commending  the  men 
for  their  work  in  reducing  accidents  on 


general  manager  of  the  railroad,  states 
that  of  the  2,180  car  operators  of  the 
company  91  per  cent  received  checks  this 
year  in  amounts  varying  from  $60  to  $5. 
The  total  amount  of  the  bonus,  for  1927, 
$71,000,  was  earned  by  the  men  in  re- 
ducing all  accidents  for  the  year  ended 
Nov.  30,  1927,  over  the  preceding  twelve 
months  by  12  per  cent.  The  1,987  men 
who  received  awards  this  year  worked 
428.820  days  without  an  "at  fault"  acci- 
dent. Officials  of  the  company  com- 
puted that  the  28  car  operators  who  re- 
ceived the  gold  watches  had  carried 
7,819.000  passengers  and  operated  their 
cars  more  than  752,000  car-miles  with- 
out an  accident. 

Bonuses  aggregating  $54,060  on  Dec. 
16  were  in  the  hands  of  1,892  motormen 
and  conductors  of  the  B.-M.  T.  surface 
lines  as  a  reward  for  operating  their 
cars  for  one  or  more  periods  of  30  days 
without  accidents  for  which  they  were  at 
fault. 

The  bonuses  were  awarded  as  a  result 
of  the   accident  prevention  bonus  plan 


California   Franchises  Granted 

The  City  Council  of  Richmond,  Cal., 
has  passed  the  ordinances  of  the  Key 
System  Transit  Company  authorizing 
three  new  franchises  for  the  local  lines 
in  Richmond.  These  50-year  grants  are 
eflfective  on  a  new  basis  which  relieves 
the  company  of  much  of  the  burden  of 
paving  its  right-of-way  and  of  track 
reconstruction. 


^—-       * 


Photo  hu  Dndermood  t  Uniimtti 
Brooklyn  surface  trainmen  receiving  awards  for  safety,  with 
Borough  President  Byrne  officiating 


city  streets,  handed  to  each  employee  a 
watch  on  which  was  engraved  "Pre- 
sented to by  Borough  President 

James  J.  Byrne  for  Brooklyn  City  Rail- 
road, Dec.  16,  1927,  in  appreciation  of 
an  excellent  safety  record  Dec.  1,  1926, 
to  Nov.  30,  1927."  Those  who  received 
the  watches  were : 

John  Boyce,  Vincenzo  Cincotta.  Law- 
rence G.  Day,  John  Dinnean,  William 
Esperstedt,  Christian  Frohlich,  T.  J. 
Fallon,  Michael  Hamil,  W.  J.  Hammill, 
C.  F.  Heynen,  J.  Juggenheimer,  M.  J. 
Kowalinski,  Patrick  Keane,  Patrick  Kil- 
day.  Michael  J.  Killeen.  Patrick  Mc- 
Guiness,  James  J.  Martin,  James  J. 
O'Keefe,  Stanislaw  Olszewski,  Frank 
Reahl,  Mathew  J.  Reilly,  John  Rothen- 
housen,  Jacob  H.  Schultz,  Anton  Schock, 
Henry  W.  Schult,  Frank  M.  Smith, 
.\dolph  Seebeck,  Frank  J.  Weiss. 

The  award  of  safety  bonus  checks  is 
an  annual  feature  of  the  Brooklyn  City 
Railroad's  campaign  to  reduce  accidents 
on  its  transit  lines.  All  motormen,  con- 
ductors and  safety  car  operators  are 
credited  with  $5  for  each  30  days  opera- 
tion without  accident  during  the  period 
from  Dec.  1  to  the  following  Nov.  30. 

Clinton  E.  Morgan,  vice-president  and 


put  into  effect  on  the  B.-M.  T.  surface 
lines  on  Feb.  1,  1927,  and  were  earned 
during  the  ten  months  ended  Dec.  1, 
1927.  The  individual  bonuses  ranged 
from  $55  to  $5  and  averaged  nearly  $30 
to  each  of  the  1,892  car  men  who  quali- 
fied for  bonuses  under  the  plan. 

Of  the  $54,060  total,  $2,425  was  dis- 
tributed as  special  bonuses  to  485  motor- 
men  and  conductors  who  in  the  period 
from  Feb.  1  to  Dec.  1  had  operated  their 
cars  for  at  least  180  consecutive  working 
days  without  an  accident  for  which  they 
could  be  held  responsible.  The  records 
showed  that  130  motormen  and  con- 
ductors had  maintained  absolutely  clear 
records  so  far  as  chargeable  accidents 
were  concerned  during  the  entire  ten- 
month  period. 

Efforts — and  success — in  reducing  ac- 
cidents were  not  confined  to  the  veteran 
car  men,  however.  This  fact  is  estab- 
lished from  the  records,  which  show  that 
1,892  out  of  a  total  2,131  men  at  the  vari- 
ous B.-M.  T.  depots  operated  for  one  or 
more  periods  of  30  consecutive  working 
days  without  an  "at  fault"  accident. 
These  1,892  men  together  operated  their 
cars  for  310,000  working  days  without 
being  responsible  for  a  single  accidetrt. 


1168 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.26 


Rehearing  on  Oakland 
Fare   Request 

A  rehearing  has  been  granted  the 
Key  System  Transit  Company  of 
Oai<land  by  the  California  Railroad 
Commission  on  the  5-cent  zone  fare 
order  which  was  halted  by  the  com- 
pany's protest.  Commissioner  Clyde 
Seavey  will  preside  at  the  rehearing, 
set  for  Jan.  24  in  the  City  Hall  at 
Oakland. 

The  company  seeks  to  have  its  own 
plan  substitiited  for  the  zone  plan.  It 
has  asked  a  raise  in  transient  street 
car  fares  from  7  to  10  cents  and  in 
ferry  fares  from  21  to  25  cents.  The 
company  also  seeks  permission  to  sell 
weekly  passes  to  regular  riders  for  $1 
over  territory  now  included  in  the 
7-cent  fare  zone  and  for  $1.50  weekly 
over  entire  traction  system.  Monthly 
passes  good  on  Key  System  cars,  trains 
and  boats  would  cost  $10. 

The  commission's  order  for  a  5-cent 
zone  or  basic  fare  and  20  cents  on 
ferries  was  attacked  as  confiscatary  in 
the  company's   formal  protest. 


No  Parking  Law  Effective  in 
Chicago  Loop  Jan.  2 

Parking  of  automobiles  in  the  Chi- 
cago Loop  district  will  be  abolished 
for  a  trial  period  of  three  months  be- 
ginning Jan.  2  under  the  terms  of  an 
ordinance  passed  by  the  City  Council 
on  Dec.  14  by  a  vote  of  37  to  4.  It  is 
expected  it  will  be  signed  by  Mayor 
Thompson.  Prohibition  against  park- 
ing has  been  urged  by  civic  bodies  and 
traffic  experts  for  many  months  as 
the  only  effective  means  of  expediting 
street  traffic  in  one  of  the  most  heavily 
congested  districts  of  its  size  in  the 
world.  The  ordinance,  which  has  been 
approved  by  the  Chicago  Association 
of  Commerce,  embodies  many  of  the 
recommendations  made  by  Miller 
Clintock  of  Harvard  University,  in 
the  traffic  survey  he  completed  last 
year. 

The  new  rule  will  be  in  effect  from 
7  a.m.  to  6:30  p.m.  except  Saturdays, 
Sundays  and  holidays.  On  Saturdays 
it  will  be  enforced  only  until  3  p.m. 
All  restrictions  will  be  lifted  on  Sun- 
days and  on  certain  national  holidays. 
This  ban  will  not  affect  stops  made 
by  vehicles  to  discharge  or  pick  up  pas- 
sengers. Taxicab  stands  established 
by  ordinance  will  also  be  entitled  to 
their  quota  of  cars  awaiting  fares. 
Ambulances,  fire  trucks  and  public 
utility  company  vehicles  operated  for 
emergency  purposes  will  likewise  be 
exempted  from  the  ban.  Penalties  for 
violation  of  the  ordinance  are  fixed 
at  from  $1  to  $25  for  each  offense. 
If,  after  a  few  months'  time,  the  re- 
striction should  be  popularly  regarded 
as  a  failure,  the  City  Council  indicated 
that  the  law  would  be  repealed. 

Among  the  objections  cited  to  the 
ban — many  of  which  were  heard  in 
previous  public  meetings  on  the  ques- 
tion— was    that    it    would    bring    more 


taxicabs  on  the  street  and  discriminate 
in  favor  of  the  automobile  o»vner 
employing  his  own  ciiauffeur.  Several 
downtown  merchants  and  hotel  pro- 
prietors testified  at  the  hearings  that 
it  would  drive  away  business  from 
their  doors.  Proponents  of  the  law 
held  that  it  would  speed  up  traffic  and 
help  business  by  making  the  downtown 
streets  more  passable   for  shoppers. 


Utility  Inquiry  Authorized 

Senator  Walsh  (Democrat)  of  Mon- 
tana, on  Dec.  17  introduced  a  reso- 
lution proposing  an  inquiry  into  the 
hnancing  and  control  of  public  utilities 
companies  throughout  the  country  and 
into  any  attempts  which  may  have  been 
made  by  the  companies  to  carry  on 
propaganda  to  influence  public  opinion 
with  respect  to  the  ownership  of  sources 
of  power,  or  the  generation  or  distribu- 
tion of  power. 

The  investigation  proposed,  under  the 
terms  of  the  Walsh  resolution,  would 
be  carried  on  by  a  special  committee  of 
five  Senators. 

Senator  Walsh  asked  that  his  resolu- 
tion be  referred  to  the  committee  to 
audit  and  control  contingent  expense. 
Senator  Moses  (Rep.)  of  New  Hamp- 
shire asked  first  if  Senator  Walsh  would 
be  satisfied  to  have  the  resolution  re- 
ferred to  the  committee  on  interstate 
commerce  and  when  the  latter  said  he 
saw  no  reason  for  such  a  reference.  Sen- 
ator Moses  then  asked  that  the  resolu- 
tion lie  over  for  future  consideration. 

On  Dec.  19  the  Senate  by  a  vote  of 
40  to  36,  decided  to  refer  the  Walsh 
resolution  to  the  committee  on  interstate 
commerce.  On  the  \ote  to  send  the 
resolution  to  the  latter  committee  thir- 
teen Democrats  joined  with  27  Republi- 
cans in  opposition  to  the  course  of  ac- 
tion sought  by  the  Montana  Senator. 
On  the  other  side  eleven  Republicans 
voted  with  24  Democrats  and  Senator 
Shipstead  (Farmer-Labor),  Minnesota, 
in  opposition  to  the  motion  of  Senator 
Moses. 

The  resolution  differs  from  the  one 
introduced  by  Senator  Walsh  in  the  last 
Congress,  in  that  several  new  clauses 
have  been  added,  the  most  important 
being  that  embodied  in  the  second  para- 
graph concerning  publicity  and  political 
activities  of  utility  companies,  which  is 
entirely  new. 

Consideration  of  the  matter  by  the 
committee  will  begin  on  Jan.  16. 


Harvard  Advertising  Awards 
to  Be  Announced  in  January 

The  jury  of  the  Harvard  Advertising 
Awards,  including  prominent  advertis- 
ing men  of  agencies,  publications,  indus- 
try and  educational  institutions,  will 
meet  the  middle  of  January  to  award  the 
prizes  for  outstanding  advertising  mate- 
rial of  the  year,  1927. 

These  awards  are: 

1.  Four  prizes  of  $2,000  each  for  the 
campaigns  most  conspicuous  for  the  ex- 
cellence of  planning  and  execution,  seeking 


publicity  on  a  national  scale,  seeking  pub- 
licity for  industrial  products  primarily 
through  trade  journals,  seeking  publicity  in 
a  local  area,  and  for  the  campaign  exe- 
cuted locally  in  cities  of  100,000  population 
or  less. 

2.  Four  prizes  of  $1,000  each  for  the  ad- 
vertisement most  effective  in  its  use  of 
text,  for  the  advertisement  most  effective 
in  its  use  of  pictorial  illustration,  for  the 
advertisement  most  effective  in  its  com- 
bination of  text  and  illustration,  and  for 
the  advertisement  most  effective  in  typog- 
raphy. 

3.  A  prize  of  $2,000  for  the  advertising 
resea;ch  of  the  year  most  conspicuous 
either  because  it  has  brought  about  econ- 
omy or  secured  efficiency  in  advertising  by 
producing  information  of  general  value  in 
furthering  the  science  of  advertising,  or 
because  it  has  reduced  or  precluded  unwise 
or  wasteful  expenditure  in  a  specific  adver- 
tising program. 

4.  A  gold  medal,  awarded  to  the  individ- 
ual or  organization  deemed  by  the  jury 
to  merit  recognition  for  distinguished  con- 
temporary services  to  advertising. 

Advertising  material  to  be  eligible  for 
this  year's  competition  must  be  sub- 
mitted to  the  Harvard  Advertising 
Awards,  Harvard  Business  School, 
Soldiers  Field  Station,  Boston,  Mass., 
not  later  than  Dec.  31,  1927. 

The  Harvard  Advertising  Awards, 
were  founded  in  1923  by  Edward  W.  Bok. 


Outline  of  Public  Utility 

Economics 

Bv  Martin  G.  Glaeser.  New  York:  Mac- 
millan  Company,  1927.     847  pages.     Price, 

$4.25. 

This  is  one  of  the  series  of  social 
science  text  books  edited  by  Dr.  Richard 
T.  Ely,  who  has  written  an  introduction 
to  the  book.  He  believes  that  future 
writers  will  refer  to  the  volume  as  be- 
ginning the  scientific  treatment  of  public 
utilities. 

The  author  is  professor  of  economics 
at  the  University  of  Wisconsin  and  Re- 
search Associate  of  the  Institute  for  Re- 
search in  Land  Economics  and  Public 
Utilities.  He  also  brings  to  his  task  the 
benefit  of  long  experience  as  statistician 
and  case  investigator  for  the  Wisconsin 
Railroad  Commission.  The  book  is 
divided  into  four  parts,  as  follows:  The 
economic  basis  of  public  utility  enter- 
prises, the  development  of  agencies  of 
regulation  in  the  United  States,  the 
administration  of  public  utilities  under 
regulation,  and  trends  in  public  policies 
affecting  utilities.  Throughout  the  book 
are  many  statistical  charts  and  tables, 
which  help  to  illuminate  the  text.  In  his 
discussion  of  valuation  of  utilities,  the 
author  tends  toward  the  investment 
method,  and  recommends  a  variation  in 
the  rate  of  return  according  to  current 
interest  rates.  The  appendix  includes  a 
proposed  service  -  at  -  cost  franchise, 
drafted  for  Milwaukee  by  a  joint  alder- 
manic  and  citizens'  committee  for  which 
Professor  Glaeser  acted  as  adviser. 

The  volume  should  be  most  helpful  to 
electric  railways,  the  problems  of  which 
are  considered  extensively  in  "The  Out- 
line of  Public  Utility  Economics." 


December  24,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1169 


13  cA 

Recent  Bus  Developments 


Competition  Between  Kansas  City 
and  Independence  Denied 

The  Missouri  Public  Service  Com- 
mission decided  on  Dec.  16  that  the 
privilege  of  a  bus  company  to  compete 
with  the  suburban  street  car  lines  of  the 
Kansas  City  Public  Service  Company 
between  Kansas  City  and  Independence, 
Mo.,  should  be  denied.  An  application 
for  a  bus  permit  submitted  by  King 
Brothers  to  operate  buses  between  Oak 
Grove  and  Kansas  City  was  granted  by 
the  commission  with  the  proviso  that  the 
company  should  refrain  from  picking  up 
or  discharging  passengers  between  Inde- 
pendence and  Kansas  City  on  the 
grounds  that  the  street  railway  company 
was  already  giving  "excellent  and  fre- 
quent service"  in  that  territory.  The 
bus  company  will  be  nermitted  to  receive 
and  discharge  fares  between  Oak  Grove 
and  Independence  and  carry  such  pas- 
sengers to  Kansas  City.  The  buses  will 
use  United  States  Highway  No.  40. 


Consents  for  Newark-Paterson 
Buses  Approved 

Municipal  consents  to  the  Public 
Service  Transportation  Company,  New- 
ark, N.  J.,  to  operate  eight  de  luxe  auto 
buses  on  the  Paterson- Newark  route, 
by  way  of  Bloomfield  and  Clifton,  have 
been  approved  by  the  Public  Utilities 
Commission.  The  testimony  indicated 
the  proposed  route  would  afford  a 
quicker  service  between  Paterson  and 
Newark.  The  rate  of  fare  follows: 
Newark  to  Bloomfield,  25  cents;  New- 
ark to  Clifton.  40;  Newark  to  Paterson, 
SO  cents. 


Program  for  Interstate 
Carriers  Urged 

The  lack  of  federal  legislation  for 
control  of  bus  operations  in  interstate 
traffic  creates  a  problem  of  increasing 
importance  with  the  expansion  of  the 
traflic,  says  the  Interstate  Commerce 
Commission  in  its  annual  report  to 
Congress,  recently  issued.  The  full 
text  of  the  statement  made  by  the  com- 
mission on  this  matter  reads : 

In  our  last  report  we  referred  to  the 
investigation  on  our  own  motion  into  and 
concerning  the  general  question  of  tfie  oiier- 
ation  of  buses  and  trucks  by.  or  in  connec- 
tion or  competition  with,  common  carriers 
subject  to  the  interstate  commerce  act. 

During  the  past  year  laws  were  enacted 
in  four  states  providing  for  the  regulation 
or  control  over  common-carrier  mot  )r  vehi- 
cles in  42  states  and  the  District  -li  Colum- 
bia. The  rapidly  increasing  use  of  linses 
and  trucks  makes  the  absence  of  any  reg- 
ulatory control  over  those  engaged  in  inter- 
state commerce  a  problem  of  constantly 
increasing  importance. 

Statistical  summaries  of  the  answers  of 
the   respondent    railways   to   questionnaires 


have  been  tabulated  and  made  available  to 
the  public. 

We  deem  it  advisable  that  a  proposed 
report  be  prepared  by  an  examiner  and 
served  upon  the  parties  to  the  proceedings, 
thus  affording  opportunity  for  the  filing  of 
exceptions  thereto,  to  be  followed  by  oral 
argument  before  us  and  report  thereon  to 
the  Congress  with  our  recommendations 
as  speedily  as  may  be  consistent  with  the 
nature  and  importance  of  the  subject. 


Buses  Must  Remain  Off  Car 
Streets  in  Peru 

An  amendment  to  the  bus  law  in 
Peru,  Ind.,  recently  passed  by  the  City 
Council  states  that  it  will  be  unlawful 
for  public  service  automobiles  to  op- 
erate on  streets  paralleled  by  street  cars 
except  where  it  is  necessary  for  the 
drivers  to  make  up  their  routes.  The 
ordinance  fixes  a  bond  of  $2,000  for 
each  operator — or  machine — having  a 
carrying  capacity  of  not  more  than  five 
persons,  and  an  additional  sum  of  $250 
for  each  person  in  excess  of  that  num- 
ber. The  maximum  bond  for  any  bus 
will  be  $3,000  annually.  All  operators 
must  make  written  application  for 
licenses.  The  Indiana  Service  Cor- 
poration operates  in  Peru. 


Dismisses  Objections  of 
Schuylkill  Railway 

The  Superior  Court  dismissed  the 
appeal  of  the  Schuylkill  Railway,  Gir- 
ardville,  Pa.,  on  Dec.  IS  from  the  order 
of  the  Public  Service  Commission 
granting  a  certificate  of  public  con- 
venience to  the  Reading  Transportation 
Company,  which  is  to  operate  the  bus 
lines  in  twenty-four  counties  of  Penn- 
sylvania. The  Schuylkill  Railway  in- 
terests based  their  opposition  on  the 
fear  of  destructive  competition.  Judge 
Henderson  said  in  an  opinion  that  the 
objections  "are  premature,  as  nothing 
has  yet  been  decided  by  the  Public 
Service  Commission  save  that  on  the 
evidence  submitted  the  new  corporation 
may  be  created." 


Extensions  in  Connecticut 

Bus  service  has  been  started  by  the 
Connecticut  Company  between  Meriden 
and  Middletown,  Conn.  The  company 
still  maintains  service  on  its  electric 
railway  between  Westfield  and  Meriden. 


New  Service  by  Bus  in  Gadsden 

The  Alabama  Power  Company,  owner 
and  operator  of  the  electric  railway 
at  Gadsden,  Ala.,  will  take  up  the  car 
tracks  on  Ewing  Avenue,  Gadsden, 
and  substitute  bus  service.  The  power 
company  is  to  pay  $5,000  toward  the 
cost  of   paving  this  thoroughfare.  , 


Buses  in  Joplin  Follow  Cars 

The  Joplin  &  Pittsburg  Railway  has 
organized  a  bus  line  to  supplant  the 
cars  on  the  Cunningham-Schifferdecker 
Park  division  in  Joplin.  For  most  of 
the  way  the  buses  follow  the  route  of 

the  railway. 

♦ 

New  Line  in  Kansas  City 

Promised 

After  more  than  two  years  of  attempt- 
ing to  secure  adequate  transportation 
facilities  for  the  vicinity  of  43d  Street, 
Kansas  City,  Mo.,  the  residents  of  the 
neighborhood  have  at  last  secured  the 
approval  of  the  Kansas  City  Public  Serv- 
ice Company  and  a  bus  line  with  ten- 
minute  service  for  an  eight-hour  day  will 
be  installed.  The  Indiana  Avenue  stub 
line  did  not  afford  adequate  transporta- 
tion. Transfers  will  be  given  from 
buses  to  cars.  The  City  Council  has  yet 
to  pass  upon  the  installation. 


Larger  Bus  Proposed  in  Boston 

The  Boston  Elevated  Railway  has  de- 
cided to  introduce  into  the  service  in 
Boston,  Mass.,  a  motor  coach  of  a 
larger  type  than  that  now  in  use  and 
is  planning  a  60-day  experiment  with 
two  buses  that  resemble  a  modern  trol- 
ley car,  are  31  ft.  long  and  seat  40 
passengers.  Longer  cars  are  not  per- 
mitted in  Boston  under  the  bus  laws  and 
the  rules  of  the  Public  Utilities  Depart- 
ment, but  the  Elevated  is  seeking  a 
special  60-day  exemption  from  those 
rules  in  the  case  of  two  trial  cars.  If 
the  opportunity  for  an  experiment  is 
given  the  route  used  will  be  in  a  busy 
business  section,  and  if  it  proves  suc- 
cessful the  company  will  buy  larger 
buses  in  the  future.  No  opposition  to 
the  plan  has  been  encountered,  but  it 
may  be  necessary  to  secure  an  amend- 
ment of  the  bus  laws  of  the  state. 


Buck  vs.  Kuykendall  Quoted  in 
Another  Interstate  Case 

The  Appellate  Division  of  the  New 
York  Supreme  Court  for  the  Second 
Department  has  handed  down  a  decision 
sustaining  the  right  of  the  Journal 
Square  Coach  Transportation  Company 
to  operate  a  bus  line  between  Journal 
Square,  Jersey  City,  and  the  town  of 
Nyack,  in  New  York,  without  a  license 
from  the  Town  Board  of  Orangetown. 
It  also  reversed  the  order  made  by 
Justice  Arthur  S.  Tompkins  on  Aug.  20, 
1927,  restraining  the  Journal  Square 
Coach  Transportation  Company  from 
continuing  to  operate  a  bus  line  over  the 
public  highways  in  the  town  of  Orange- 
town  until  granted  permission  to  do  so 
by  the  Town  Board  of  Orangetown. 

The  decision  of  the  Appellate  Divi- 
sion upholds  the  contention  made  in  be- 
half of  the  Journal  Square  Coach  Trans- 
portation Company  that,  since  it  was 
engaged  only  in  interstate  transporta- 
tion, it  was  not  required  by  law  to  secure 


1170 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  A' 0.26 


the  consent  of  the  Town  Board  of 
Orangetown  for  such  interstate  oper- 
ation. This  was  in  effect  also  the  prior 
ruling  made  by  the  Public  Service  Com- 
mission. It  overrules  the  contrary  views 
advanced  by  the  Town  Board's  attorney, 
E.  W.  Hofstatter,  which  the  Town 
Board  had  followed  in  stopping  the 
operation  of  the  bus  line. 

The  decision  of  the  Appellate  Divi- 
sion was  unanimous. 

By  its  decision,  the  Appellate  Divi- 
sion reversed  the  temporary  injunction 
order  of  Justice  Tompkins  and  denied 
the  original  motion  of  the  town  of 
Orangetown  for  a  temporary  injunction. 
It  held  that  the  Journal  Square  Coach 
Transportation  Company  was  not  re- 
quired to  have  either  a  license  from  the 
local  authorities  or  a  certificate  of  con- 
venience and  necessity  from  the  Public 
Service  Commission,  but  that  the  bus 
company  was  subject  to  impartial  rea- 
sonable regulations  by  duly  constituted 
authority.  It  also  held  that  the  action 
of  the  town  of  Orangetown  in  denying 
the  company's  application  was  arbitrary. 
The  opinion  of  the  court,  in  full,  is  as 
follows : 

364  N.E.  Town  of  Orangetown,  re- 
spondent vs.  Journal  Square  Coach  Trans- 
portation Cmpany,  appellant. 

Order  reversed  upon  the  law,  with  $10 
costs  and  disbursements,  and  motion  for 
injunction  pendente  lite  denied,  the  $10 
costs.  The  plaintiff  arbitrarily  denied  the 
application  of  defendant  for  a  license.  No 
question  of  rules,  regulations  or  tax  free 
requirements  were  raised.  The  defendant, 
which  is  doing  an  exclusively  interstate 
transportation  business,  is  not  required  to 
have  either  license  from  local  authorities 
or  certificate  of  "convenience  and  necessity" 
from  the  Public  Service  Commission,  and 
may  operate  subject  to  reasonable  rules  and 
regulations  adopted,  and  payment  of  rea- 
sonable fees  provided  for.  by  duly  consti- 
tuted authoritv.  (Buck  vs.  Kuvkendall. 
267  U.S.  307;  Bush  Co.  vs.  Maloy,  267 
U.S.  317.)  Rich,  Young,  Kapper,  Lazan- 
sky,  and  Hagarty,  JJ.  concur. 


Financial  and  Corporate 


^^^ 


Bus  Substitution  Suggested 
in  Moorestown 

The  Public  Service  Railway,  Newark, 
N.  J.,  desires  to  abandon  railway  serv- 
ice from  Camden  to  Moorestown  and 
substitute  buses.  Before  the  Board  of 
Public  Utility  Commissioners  in  Cam- 
den on  Dec.  5  a  railway  representative 
said  that  if  trolley  service  were  con- 
tinued it  would  be  necessary  to  spend 
$200,000  for  new  tracks,  that  it  was  the 
purpose  of  the  company  to  operate  buses 
on  a  fifteen-minute  headway  along  with 
service  to  Mount  Holly  by  way  of  Bur- 
lington. At  the  suggestion  of  counsel 
for  the  community  of  Moorestown  the 
case  was  continued  so  as  to  permit  public 
sentiment  to  be  sounded. 


Permit  Given  for  Bus  Operation. 
—The  Wisconsin  Motor  Bus  Lines  has 
been  granted  a  permit  by  the  West  Allis 
City  Council  to  operate  buses  from  Mil- 
waukee to  West  Allis.  This  is  the  bus 
subsidiary  of  the  Milwaukee  Electric 
Railway  &  Light  Company. 


United  Gas  Improvement  Sells 
Stock  of  National  Public  Service 

The  United  Gas  Improvement  Com- 
pany has  arranged  to  sell  its  minority 
interest  in  National  Public  Service 
Company  B  stock  to  E.  H.  Rollins  & 
Sons  and  Howe,  Snow  &  Company  of 
New  York. 

These  firms  previously  held  about  15 
per  cent  of  the  common  B  stock,  no 
par  value,  which  has  exclusive  voting 
f)ower. 

The  sale  of  the  B  stock  embraces 
50,000  shares  owned  by  the  United  Gas 
Improvement  Company  direct  and  48.- 
946  shares  owned  by  Day  &  Zimmer- 
mann,  Inc.  The  United  Gas  acquired  its 
B  stock  when  it  purchased  control  of 
Day  &  Zimmermann,  Inc. 

The  National  Public  Service  Com- 
pany is  a  holding  company,  which, 
through  its  subsidiaries  in  New  Jersey, 
Pennsylvania,  Delaware,  Maryland, 
Virginia,  North  Carolina,  Georgia  and 
Florida,  operates  steam,  electric  rail- 
ways and  buses  to  374  communities  with 
a  population  of  more  than  2,000,000. 


purchased  by  buyers,  for  a  varied  num- 
ber of  uses. 

The  company  passed  into  the  hands 
of  the  receivers,  James  C.  Chestnut, 
Virginia,  -and  Oscar  Mitchell,  Duluth, 
on  March  7,  1924.  Authority  to 
abondon  the  line  was  granted  by  judge 
Cant  late  last  winter.  The  last  passen- 
ger car  was  operated  over  the  line 
from  Ribbing  to  Gilbert  on  April  16  of 
this  year,  but  freight  car  service  was 
continued  until  June. 

The  interurban  line  was  placed  in 
service  on  Christmas  day,  1912.  The 
system  comprised  40  miles  of  line. 


Suburban  Line  Merged  With 
Milwaukee  System 

The  Wisconsin  Railroad  Commission 
has  approved  the  merger  of  the  Milwau- 
kee Northern  Railway-  with  the  Milwau- 
kee Electric  Railway'&  Light  Company. 
The  Milwaukee  Northern  operates 
between  Milwaukee  and  Shebovgan. 
City  fares  on  the  Northern  line  will  be 
increased  from  5  cents  to  7  cents  to  con- 
form with  Milwaukee  city  fares.  The 
Milwaukee  Electric  Railway  &  Light 
Company  has  long  held  the  second  pre- 
ferred and  the  common  stocks  of  the 
Milwaukee  Northern  Railwav. 


Reorganization  of  Indianapolis  8C 
Cincinnati  Traction  Awaited 

Intimation  was  made  recently  in  Cir- 
cuit Court  at  Rushville,  Ind.,  that  plans 
were  afoot  to  perfect  a  reorganization 
of  the  Indianapolis  &  Cincinnati  Trac- 
tion company,  as  the  time  draws  near 
for  the  official  court  order  to  sell  the 
property  involved  in  a  mortgage  that 
exceeds  $2,000,000.  The  receivership 
case  has  been  pending  in  court  for  sev- 
eral months,  and  has  almost  reached 
the  point  where  the  court  is  ready  to 
order  the  receiver.  Will  M.  Frazee,  to 
sell  the  properties. 


Last    of   Mesaba    Railway 
Soon  to  Be  Sold 

^^'ith  practically  all  of  the  company 
property  and  equipment  sold,  receivers 
for  the  defunct  Mesaba  Railwav,  Vir- 
ginia. Minn.,  serving  Mesaba  Range 
communities,  expects  an  early  dis- 
charge of  the  receivership. 

When  the  remaining  property  and 
the  other  equipment  are  disposed  of,  it 
is  estimated  that  the  gross  salvage  re- 
turn on  a  total  cash  investment  of  about 
$2,000,000  will  amount  to  about  $200.- 
000.  From  this  sum  receivership  ex- 
penses and  other  debts  must  be  met. 

Considerable  office  equipment,  several 
car  bodies,  the  former  residence  of  the 
superintendent  of  the  line,  and  twenty- 
six  lots  in  the  Great  Northern  addition 
to  Virginia,  remain  to  be  disposed  of, 
as  well  as  a  substation  and  waiting 
room  at  Chisholm. 

In   all,   nine   car   bodies   have   been 


Receivers  Discharged  in 
Oklahoma  City 

The  receivership  of  the  Oklahoma 
Railway,  Oklahoma  City,  Okla.,  under 
which  the  road  has  been  operated  since 
Dec.  28,  1924,  was  ended  on  Dec.  16 
when  George  A.  Henshaw,  and  G.  T. 
Lackey,  joint  receivers  turned  the  prop- 
erties to  Hubert  R.  Hudson  and  his  asso- 
ciates, who  recently  acquired  the  con- 
trolling stock  in  the  road. 

Coincident  with  the  announcement  of 
the  ending  of  the  receivership.  Presi- 
dent Hudson  declared  that  rearrange- 
ment of  the  financial  structure  of  the 
road  was  under  way. 

Messrs.  Henshaw  and  Lackey  will 
continue  in  charge  of  the  road  until 
Jan.  1,  at  which  time  Mr.  Henshaw  will 
again  devote  all  his  time  to  his  private 
law  practice.  Mr.  Lackey  plans  now  to 
remain  with  the  company  indefinitely,  in 
order  to  assist  with  the  reorganization. 
He  has  been  with  the  railway  since  1920, 
in  an  executive  capacity. 

When  bondholders  finally  asked  for  a 
receivership  late  in  1924,  the  railway 
was  at  a  low  ebb.  having  seen  a  steady 
decline  since  1921.  as  motor  cars  con- 
tinued to  increase  in  numbers.  Mr. 
Henshaw,  a  former  corporation  com- 
missioner and  widely  known  attorney, 
was  named  by  Judge  Cotteral  to  be  a 
joint  receiver  with  John  W.  Shartel, 
then  president  of  the  company.  Mr. 
Lackey  succeeded  Mr.  Shartel,'  at  Mr. 
Shartel 's  death  eighteen  months  ago. 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1171 


Since  the  receivership,  however,  the 
fortunes  of  the  railway  company  have 
moved  in  a  different  direction.  Increas- 
ing motor  cars  have  made  traflSc  con- 
gestion so  terrific  that  street  cars  are 
hauHng  more  people  every  month. 
Revenues  for  the  first  eleven  months  of 
1927  were  $1,913,645,  compared  with 
$1,570,967  during  the  similar  period  a 
year  ago.  For  the  first  ten  months  of 
1927  13,123,855  fares  were  collected. 
For  the  similar  period  last  year  the  num- 
ber was  11,796,215.  The  total  for  1926 
was  14,360,274.  On  the  strength  of  the 
comparison  for  the  first  ten  months  of 
both  years  Charles  Hoopes,  operating 
manager,  predicts  that  the  total  for  1927 
will  be  approximately  16.000,000  fares. 

Ten  years  ago  the  railway  carried 
14,301,323  passengers.  By  1920,  the 
peak  year  in  the  history  of  the  company, 
the  cars  were  carrying  20,532,897  pas- 
sengers. In  1922,  this  figure  was  cut 
to  17,650,854.  Then  the  slump  continued 
in  an  alarming  way  until  last  year,  which 
shoaved  improvement  over  year  before. 

During  the  receivership  the  number  of 
new  type  cars  has  been  increased  from 
ten  to  forty,  while  in  all  the  company 
has  in  operation  126  street  cars  and  26 
buses.  Tracks  are  in  excellent  shape, 
it  being  pointed  out  that  nearly  $200,000 
has  been  spent  during  the  last  year  for 
repairs. 

♦ 

Intention  of  Appeal  Filed 
by  O'Fallon 

Notice  of  intention  to  appeal  to  the 
United  States  Supreme  Court  was  given 
by  the  St.  Louis  &  O'Fallon  Railroad  on 


Dec.  19  when  a  special  three- Judge 
Federal  Court  entered  its  formal  order 
upholding  the  Interstate  Commerce 
Commission's  order  for  recapture  of 
approximately  $260,000  excess  earnings 
of  the  railroad. 

Decision  in  the  O'Fallon  case  was  an- 
nounced Dec.  10.  The  suit  has  been 
regarded  as  the  key  case  to  the  valuation 
of  all  railroads  of  the  United  States 
for  ratemaking  and  the  limitation  of 
earnings. 


Approval  of  ^2,475,000  Note 
Issue  Sought  in  St.  Louis 

Right  to  issue  $2,475,000  of  5  per 
cent  gold  notes  is  sought  by  the  St. 
Louis  Public  Service  Company  in  an 
application  filed  with  the  State  Public 
Service  Commission.  The  application 
slates  that  this  is  a  part  of  the  plan  to 
facilitate  the  funding  of  the  $36,300,- 
000  of  first  mortgage  bonds  of  the 
United  Railways  assumed  by  the  suc- 
cessor company. 

The  first  $9,000,000  of  the  United 
Railways  will  mature  in  1934.  The  St. 
Louis  Public  Service  Company  pro- 
poses to  give  for  each  $1,000  bond  $600 
in  cash,  with  interest  at  6  per  cent  from 
Jan.  1,  1928,  to  date  fixed  for  payment 
and  $275  in  gold  notes. 

The  gold  notes  may  be  called  for 
redemption  in  30  days  at  the  option  of 
the  company  or  converted  at  option  of 
the  holder  into  preferred  stock  of  the 
St.  Louis  Public  Service  Company  at 
the  rate  of  three  shares  of  the  series 
"A"  of  the  preferred  cumulative  divi- 
dend stock. 


Conspectus  of  Indexes  for  December,  1927 

Compiled  for  Publication  In   This  Paper  by 
ALBERT   8.   RICHKT 
Electric  Railway  Engineer,  Worcester,  Mass. 


Street  Railway 

Fares* 

1913  -  4.M 


Electric  Railway 

Materials* 
1913  -  100 


Month 
latest       Ago 


Dec. 
1927 
7.57 

Dec. 

1927 

140.6 


Electric  Railway 
Wages* 
1913  -  100 


Am.  Elec.  Ry.  Assn. 

CoDstruction  Cost 
(Elee.  Ry.)  1913  -  100 


Eng.  News-Record 

Construction  Cost 
(General)  1913  -  100 


V.  S.  Bur.  Lab  Stat. 

Wholesale  Commod- 
itiest  1926  -  100 


Bradstreet 

Wholesale  Commod- 
ities  1913  -  9.21 


V.  S.  Bur.  Lab.  Stat. 

Retail  Food 
1913  -  100 
Nat.  Ind.  Conf.  Bd. 

Cost  of  Living 
1914  -  100 


Dec. 

1927 

228.4 


Deo. 

1927 

200.7 


Dec. 

1927 

203.0 


Nov. 
1927 
06.7 


Nov. 
1927 
7.fi6 


Nov. 

1927 

141.3 


Nov. 

1927 

228.3 


Nov. 

1927 

100.4 


Nov. 

1927 

202.0 


Year 
Ago 


Dec. 
1926 
7.42 

Dec. 

1926 

ISO.  2 


Dec. 

1926 

226.3 


Dec. 

1926 

203.2 


Oct. 
1927 
07.0 


Steel  Unfilled  Orders 

(Million  Tons) 
1913  -  5.91 


Bank  Clearings 

Outside  N.  Y.  Ciiy 
(Billions) 
Business  FallurM 

Number 
iLiabilitiee.(Millions) 


Nov.  30 

1927 

3.454 

Nov. 

1927 

10.50 


Nov. 
1927 
1660 

30.23 


Nov.  1 

1927 
13.39 

Oct. 

1927 
156.1 

Oct. 

1927 
163.7 


Oct.    31 

1927 

3.341 


Oct. 

1927 

10.97 


Oct. 

1927 

1471 

35.98 


Dee. 

1926 

210.8 


Since  War 


High 


Dec. 
1927 
7.57 

Sept. 

1920 

247.5 


Low 


May 
1923 
6.88 


Sept. 
1920 


July 

1920 

256.4 


Nov. 
1926 
98.4 


Dec.  1 
1926 

12.78 
Nov. 
1926 

161.6 


Nov. 

1926 

168.2 


Nov.  30 

1926 
3.807 


Nov. 

1926 

18.31 


Nov. 
1926 
1614 

60.31 


June 

1920 

273.8 


Feb.  I 

1920 

20.87 


July 

1920 

210.2 


July 

1920 

204.5 


July  31 

1920 
11.118 


Oct. 

1925 

20.47 


Jan. 

1924 

2231 

122.05 


Dec. 
1927 
140.6 


March 

1923 

206.8 


May 
1922 
167.4 


March 

1922 

162.0 


June  I 

1921 

10.62 


March 

1922 

138.7 


Aug. 

1922 

154.5 


May  31 

1927 

3.051 


Feb. 

1921 

10.43 


Aug. 

1925 

1353 

27.22 


•The  three  index  numbers 
marked  with  ah  asterisk  are 
computed  by  Mr.  Richey,  as 
follows :  Fares  index  is  aver- 
age street  railway  fare  In  all 
United  States  cities  with  a 
population  of  50,000  or  over 
except  New  Yprk  City,  and 
weighted  accordingr  to  popula- 
tion. Street  Railway  Materials 
index  Is  relative  averagre  price 
of  materials  (including  fuel) 
used  in  street  railway  operation 
and  maintenance,  weighted 
according  to  average  use  of 
such  materials.  Wages  index 
is  relative  average  maximum 
hourly  wage  of  motormen.  con- 
ductors and  operators  on  136 
of  the  largest  street  and  inter- 
urban  railways  operated  In  the 
United  States,  weighted  ac- 
cording to  the  number  of  such 
men  employed  o.n  these  roads. 

tThis  index  is  changed  to  a 
base  of  "1926  =  100."  That 
notation  replaces  the  former 
basis  of  "1913  =  100."  Inas- 
much as  the  bureau  has  not 
calculated  the  index  on  this 
new  base  any  further  back 
than  January,  1923,  no  figures 
are  shown  in  this  tabulation 
for  the  h'gh  and  low  points 
since  the  war.  It  is  planned 
to  compute  the  index  on  the 
new  basis  as  far  back  as 
January,  1913.  Until  such 
time  as  the  bureau  makes 
public  these  figures  for  the 
earlier  years  this  information 
will  be  lacking. 


Tax  Settlement  Nets  Saving 
for  Akron  Company 

Suits  brought  by  the  Northern  Ohio 
Power  &  Light  Company,  Akron,  Ohio, 
in  the  federal  court  at  Cleveland  en- 
joining the  collection  of  the  1925-26 
utility  taxes  in  Summit  and  other  coun- 
ties of  Ohio  have  been  settled.  Under 
the  settlement  the  company  saves  about 
$125,000  on  its  Summit  County  taxes 
for  the  two-year  period  involved. 

In  its  suits  the  Northern  Ohio  Power 
&  Light  Company  contended  that  its 
property  was  listed  for  taxation  at  prac- 
tically its  full  value,  while  other  prop- 
erty was  listed  on  a  basis  of  40  to  50 
per  (:ent.  The  company  made  it  plain 
that  it  had  no  desire  to  evade  its  taxes, 
but  contended  that  the  valuation  of  its 
property  should  be  reduced  or  the  valua- 
tion of  other  property  be  raised. 

Some  counties  settled  with  the  com- 
pany immediately,  but  others  served 
notice  they  would  contest.  The  move 
just  made  ends  the  controversy.  On  a 
showing  recently  made  before  the  State 
Tax  Commission  that  assessments 
against  the  company  were  excessive  and 
unfair  comparetl  with  other  assessments 
throughout  the  state  the  board  reduced 
the  tax  valuation  for  future  assessments 
nearly  $4,000,000. 


Would  Foreclose  on  South  Bend 
Property 

The  Harris  Trust  &  Savings  Bank 
of  Chicago  has  filed  suit  in  the  United 
States  District  Court  at  Grand  Rapids 
to  foreclose  on  $536,000  of  bonds  of  the 
Southern  Michigan  Railway,  controlled 
by  the  Chicago,  South  Bend  &  Northern 
Indiana  Railway.  The  bank  asks  for 
an  accounting  of  all  property  and  in- 
terest on  bonds,  the  appointment  of  a 
receiver  and  an  injunction  enjoining 
officers  of  the  interurban  company 
from  disposing  of  any  property. 


Borrowing  from  Peter  to  Pay  Paul 
in  Seattle 

For  the  first  time  since  the  Seattle 
Municipal  Railway,  Seattle,  Wash.,  be- 
gan paying  on  the  principal  of  its  $15.- 
000,000  bonded  purchase  debt  eight 
years  ago,  it  will  not  be  put  on  a  war- 
rant basis  to  enable  it  to  meet  an  in- 
stallation due  next  March.  Not  that 
Seattle  has  the  money  ready,  but  simply 
that  city  officials  plan  to  borrow  from 
the  Light  and  Water  Departments  since 
$4,000,000  of  Light  Department  bonds 
were  sold  recently  and  not  all  of  the 
money  acquired  through  these  bonds 
will  be  required  by  the  Light  Depart- 
ment for  some  time. 

Last  year  loans  totaling  $600,000 
were  negotiated  to  tide  the  railway  over 
after  the  banks  of  the  Seattle  Clearing 
House  Association  declined  to  cash  the 
warrants  issued  to  meet  salary  checks 
for  the  Dec.  24  payroll.  The  warrants 
carry  6  per  cent  interest,  which  interest, 
it  is   ingeniously   explained,  would  be 


1172 


ELECTRIC  KAil-WAY  JOURNAL 


Vol.70.  No.26 


paid  by  the  railway  on  any  sum  it  might 
borrow  from  the  light  department  to 
tide  the  railway  over. 


Cars  and  Trestle  on  Deferred 
Payment  Plan  in  Seattle 

Seven  members  of  the  City  Council 
of  Seattle,  Wash.,  and  Mayor  Bertha 
K.  Landes  have  informally  agreed  to 
have  C.  W.  McNear  &  Company,  Chi- 
cago, purchase  fifty  new  cars  for  the 
Seattle  Municipal  Railway  and  build  a 
$715,000  trestle  over  the  West  Du- 
wamish  Waterway  and  lease  both  the 
cars  and  the  trestle  to  the  city  of  Seattle. 

As  a  result  of  the  agreement,  a  reso- 
lution stating  that  it  is  the  intention  of 
the  Council  to  enter  into  an  arrange- 
ment of  this  kind  will  be  introduced  at  a 
special  meeting  of  the  Council  shortly. 
Meanwhile  Corporation  Counsel  T.  J.  L. 
Kennedy  will  be  asked  to  pass  upon  the 
legality  of  the  proposed  contract. 


The  Pacific  Car  &  Foundry  Company, 
.Seattle,  is  to  be  awarded  the  order  for 
the  cars  while  the  trestle  contract  is  to 
be  let  to  a  Seattle  concern,  if  possible. 
McNear  &  Company  proposes  to  lease 
the  cars  to  the  city  for  fifteen  years 
under  an  arrangeniei-.t  by  which  the  city 
will  pay  $50,000  a  year  during  the  first 
four  years,  and  $120,000  a  year  during 
the  ne.xt  eleven  years.  At  the  expiration 
of  the  lease  the  cars  would  become  the 
property  of  the  city.  An  annual  toll 
charge  would  be  paid  by  the  city  during 
the  twenty  years  of  the  lease  of  the 
trestle,  the  city  taking  over  that  struc- 
ture at  the  end  of  that  period. 

Mayor  Landes  points  out  that  this 
form  of  contract  would  probably  cost  the 
city  more  than  if  the  cars  and  trestle 
were  obtained  by  a  straight  bond  issue, 
but  with  the  present  litigation  in  which 
the  railway  is  involved,  it  has  been 
found  impossible  to  market  railway 
bonds  to  provide  the  money  needed  for 
the  cars  and  trestle. 


Rochester  Goes  Slightly  Behind 

Street  railway  commissioner's  report  for  year  ended  July  31  shows 

3,781,385  fewer  passengers  with  company  ^60,128  behind 

allowed  return.    Fares  increased  to  9  cents  recently 


CHARLES  R.  BARNES,  city  rail- 
ways commissioner  of  Rochester, 
N.  Y.,  has  filed  his  report  covering  bus 
and  trolley  operations  of  the  New  York 
State  Railways  under  the  service-at-cost 
contract  for  the  year  ended  July  31.  His 
summary  of  operations  shows  3,781,385 
fewer  passengers  carried  than  during 
the  previous  year.  The  total  number  for 
the  year  ended  July  31,  1926,  is  91,717,- 
817,  while  the  total  for  the  twelve  months 
ended  July  31,  1927,  was  87,936,432. 

The  company  failed  by  $60,128  to 
earn  its  guaranteed  return  last  year. 
The  accumulated  deficit  is  $341,782. 

In  his  report,  Mr.  Barnes  commented 
on  the  increasing  use  of  automobiles  as 
hurting  the  company's  revenues  and 
branded  as  unfair  the  system  whereby 
the  railways  must  bear  the  cost  of  pav- 
ing, which,  he  believes,  should  be  levied 
on  all  taxpayers.  He  blames  this  situa- 
tion for  the  recent  increase  in  Roch- 
ester fares  from  8  to  9  cents  and  deems 
it  unfair  that  the  street  car  riders  must 
bear  the  burden. 

In  commenting  on  this  condition, 
James  F.  Hamilton,  president  of  the 
New  York  .State  Railways,  said  to  a 
Rochester  representative  of  the  Elec- 
tric Railway  Journal: 

Something  must  be  done  if  street  car 
companies  are  to  conduct  their  business 
successfully.  This  cannot  be  accomplished 
unless  the  fare  is  kept  low  to  encourage 
mass  riding.  Each  year  fewer  riders  are 
carried.  The  car  rider  must  be  protected 
from  unjust  distribution  of  paving  costs. 

Commissioner  Barnes  said  that  the 
profitable  operation  of  buses  depended 
on  greater  general  use  by  the  public. 
In  this  connection  he  said  that  the  faci 
that  riders  on  the  trackless  trolleys  and 
on  the  buses  are  steadily  increasing  in 


number  in  the  face  of  the  decrease  in 
trolley  riders,  which  has  been  continu- 
ous throughout  the  life  of  the  contract, 
is  regarded  as  demonstrating  a  real 
necessity  for  this  supplementary  service. 
Mr.  Barnes  said  in  part : 

To  care  for  the  travel  9,544.212  car  miles 
were  run  with  mileage  for  trackless  trol- 
leys totaling  230,790,  and  with  bus  mile- 
age  of    408.207.     Generally   speaking,   the 


trolley  mileage  has  been  maintained  up  to 
the  standard  established  in  prior  years. 
The  mileage  run  by  trackless  trolleys  and 
buses  was  increased  substantially,  the  in- 
crease for  trackless  trolleys  having  been 
10,567  miles,  or  approximately  5  per  cent, 
while  the  mileage  on  the  bus  line  was  in- 
creased during  the  year  almost  70  per  cent, 
due  principally  to  additional  routes.  The 
mileage  of  the  operating  system  at  the 
close  of  the  year  ending  July  31,  1927,  was 
as  follows  f 

Trolley  car  trackage 169.14 

Track  ess  trolley   routes   2.75 

Gasoline  bus  routes 58.35 

The  result  of  operation  for  the  year 
showed  for  railway  lines  a  profit  of 
$1,611.51,  but  a  deficit  from  supplementary 
service  totaling  $61,740  left  an  aggregate 
deficit  for  the  year  of  $60,128,  and  an 
accumulated  deficit  at  the  end  of  the  year 
of  $341,462. 

Among  the  outstanding  items  which  have 
been  increasingly  manifest  during  the  past 
year  the  following  may  be  mentioned : 

(a)  Material  improvement  has  been  made 
in  the  condition  and  appearance  of  the 
rolling  stock,  and  especially  during  the 
»•  st  year,  to  such  an  extent  that  at  present 
the  equipment  meets,  all  of  the  require- 
ments of  safety,  comfort  and  convenience 
of  passengers. 

(b)  Substantial  improvement  has  taken 
place  in  connection  with  the  equipment 
•  nd  program  for  car  heating,  an  item  which 
is  very  necessary  in  connection  with  the 
health  and  well  being  of  the  car  riders. 

(c )  The  car  lighting  has  been  definitely 
improved  and  sufficiently  to  warrant  the 
assertion  that  the  street  cars  in  Rochester 
are  now  really  illuminated. 

(d)  Extensive  reconstruction  work  was 
done  during  the  year,  including  Main 
Street  West,  Main  Street  East,  Plymouth 
Avenue  and  Lyell  Avenue.  In  addition  a 
large  amount  of  money  was  expended  in 
track  and  pavement  maintenance  through-  ' 
out  the  system  generally. 

(e)  As  mentioned  previously  herein,  the 


REPORT  OF  ROCHESTER  RAILWAY  FOR  YEAR  ENDED  JULY  31 

Bus  Lines 
$118,873 


Revenues  from  Transportation:  Railways 

Passenger  revenues $5, 161,261 

Chartered  car  revenues 3,000 

Bus  rentals 

Mail  revenues 87 

Miscellaneous  transportation  revenues 1,745 


1,855 
i32 


Total  revenue  from  tran.sportation $5,166,095 

Revenues  from  Other  Railway  Operations: 

.Station  and  car  privileges $60,685 

Rent  from  tracks  and  facilities 35,002 

Rent  from  buildings  and  other  property 22,234 

Miscellaneous  operating  revenues 


$120,862 


Total  revenue  from  other  railway  operations $1 17,921 

Total  operating  revenues $5,284,017 


1,271 

$1,271 

$122,134 


Operating  Expenses: 

Maintenance  of  ways  and  structiu*e8. 

Mainten.ince  of  equipment 

Power  expenses 

Conducting  transportation 

Traffic  expenses 

General  and  miscellaneous  expenses. . 
Renewals  and  depreciation 


$478,086 
398,389 
289,067 

1,667,279 

10,370 

552,803 

360,000 


Total  operating  expenses $3,755,996 

Net  operating  expenses  (deficit) $  1,528,020 


$167,817 


$45,682 


Auxiliary  operating  revenues , 
Auxiliary  operating  expenses. 


$2,908 
3,519 


.\uxiliary  operating  deficit. . 


$610 


Net  revenue — All  operations  (deficit) $1,527,409 

Taxes  assignable  to  operations 352,213 


Operating  income  (deficit) $1,175,196 

None-operating  income 4,21? 


$45,682 
1,896 


$47,579 


Gross  income $1, 179,414 

Return  on  investment 1,177,802 

Service-at-cost  operating  surplus  or  deficit 


$1,611 


$61,740 


Combined 

$5,280,136 

3,000 

1,855 

87 

1.878 

$5,286,958 

$60,683 

35,002 

22,234 

1,271 

$119,193 

$406,151 


$478,086 
398,389 
289,067 

1,667,279 

10,370 

552,803 

360,000 

$3,923,814 

$1,482,337 

$2,908 
3,519 

$610 

$1,481,726 
354,110 

$1,127,616 
4,217 

$1,131,834 
1,191,963 

$60, 1 28 


December  24,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1173 


mileage  made  by  trackless  trolleys  and 
gasoline  buses  has  been  materially  in- 
creased. 

(f )  During  the  year  there  were  no  mate- 
rial changes  in  car  routeing.  Some  minor 
changes  were  made  in  car  stops. 

(g)  During  the  year  there  were  no  ex- 
tended interruptions  to  service  resulting 
from  failure  of  power  supply. 

No  change  in  the  rate  of  fare  charged 
was  made  in  the  year  ended  July  31,  1927, 
although  in  accordance  with  the  terms  of 
the  contract,  an  increase  in  fare  was  war- 
ranted. Subsequently  and  since  the  close 
of  the  year,  the  company  served  notice 
of  a  fare  increase  which  became  effective 
as  of  Dec.  1,  1927.  Even  with  this  later 
increase,  the  cash  rate  of  fare  charged 
in  Rochester  remains  lower  than  it  does  in 
any  other  large  city  in  the  State,  except 
New  York  City,  and  also  remains  lower 
than  in  practically  all  other  large  cities 
throughout  the  country.  That  in  its  fare 
increase  Rochester  has  been  consistently 
behind  the  rest  of  the  cities  was  due  to 
two  things :  First,  the  economical  operation 
which  has  been  possible  under  the  terms 
of  the  contract,  and  secondly,  the  reluct- 
ance of  the  company  to  insist  upon  an 
enforcement  of  the  terms  of  the  contract 
while  there  was  any  hope  that  conditions 
would  change  in  such  a  way  as  to  make  an 
increase  unnecessary. 

The  increase  in  the  rate  of  cash  fare 
from  8  cents  to  9  cents  took  eflfect  after  the 
close  of  the  fiscal  year  but  because  of  that 
increase  in  rate,  it  is  deemed  pertinent  and 
advisable  to  refer  to  what  was  set  forth 
in  the  previous  annual  report  on  this  im- 
l)ortant  factor  in  the  raise  of  fare,  viz. : 
The  unjust  charge  borne  by  the  street  car 
riders  for  paving  the  streets  of  the  city, 
which  pavement  they  do  not  use.  While 
the  former  report  dealt  in  detail  with  this 
subject,  general  discussion  of  it  has  been 
so  extensive  that  it  is  believed  the  public 
generally  are  convinced  of  its  injustice, 
and  it  is  hoped  that  corrective  measures 
will  be  taken  in  the  near  future  to  relieve 
the  car  rider  of  this  burden.  The  recent 
increase  in  rate  of  fare  brings  the  subject 
directly  home  to  the  car  riders,  as,  were  it 
not  for  the  amount  of  money  spent  for  the 
purpose  of  paving,  the  deficit  which  caused 
the  increase  in  fare  would  not  exist.  This 
burden  on  the  car  riders  is  not  a  condition 
confined  to  operation  under  the  service-at- 
cost  contract.  In  some  cities  the  law  has 
been  modified  relieving  transportation  sys- 
tems of  paving  costs,  but  in  all  other  cities 
these  paving  expenses  affect  the  rate  of 
fare  paid  by  the  car  riders. 

In  the  report  for  the  year  ended  July  31, 
1926,  considerable  space  was  devoted  to  the 
underlying  need  for  additional  transporta- 
tion facilities,  and  to  the  considerations 
which  have  been  developed  to  increase  the 
service  by  means  of  trackless  trolleys  and 
gasoline  buses.  It  was  then  said  that  under 
circumstances  such  as  were  in  force  in 
Rochester,  supplementary  service  of  the 
character  required  only  infrequently  paid 
their  full  way  from  the  start.  That  there 
was  a  need  for  service  of  this  kind  has 
been  amply  demonstrated  by  the  results 
of  operation  for  the  past.  During  this 
time  the  volume  of  such  travel  steadily 
increased,  that  on  the  gasoline  buses  being 
double  what  it  had  been  during  the  first 
year  of  gasoline  bus  operation,  while  the 
trackless  trolley  volume  increased  more 
than  10  per  cent. 

This  business  has  not  as  yet  reached  a 
point  where  it  is  paying  its  way  in  full, 
but  having  in  mind  the  substantial  benefits 
which  this  growth  of  service  has  conferred 
upon  the  city  at  large,  by  way  of  increased 
availability  and  flexibility  of  service,  it 
has  justified  itself. 


Personal  Items 


=gte^fc 


J 


D.  Boal  Succeeds  E.  J.  McIIraith 
in  Chicago 

Daniel  Boal,  formerly  assistant  super- 
intendent of  schedules  and  time-tables 
of  the  Chicago  Surface  Lines,  Chicago, 
111.,  was  appointed  superintendent  of  the 
department  on  Dec.  1  to  succeed  E.  J. 
McIIraith,  acting  superintendent.  Mr. 
McIIraith  continues  as  staff  engineer  of 
the  company. 

The  new  superintendent  entered  the 
service  of  the  Chicago  City  Railway 
(the  south  side  lines)  in  1902,  as  a  win- 
dow washer,  and  was  later  transfer 
clerk,  working  nights.  At  the  same 
time  he  was  attending  the  University 
of  Illinois  medical  school,  from  which 


Daniel  Boal 


institution  he  was  graduated  in  1906. 
In  1909  Mr.  Boal  went  to  Seattle, 
Wash.,  where  he  entered  the  mechan- 
ical department  of  the  Seattle  railway 
system,  then  known  as  the  Seattle  Divi- 
sion of  the  Puget  Sound  Traction, 
Light  &  Power  Company.  The  follow- 
ing year  he  accepted  a  position  in  the 
schedule  department  of  the  company, 
where  he  remained  until  1919.  In  that 
year  he  went  to  the  Philadelphia  Rapid 
Transit  Company,  and  remained  with 
that  company  for  one  year.  Returning 
to  Seattle  in  1920  Mr.  Boal  remained 
there  until  May,  1923,  when  he  entered 
the  schedule  department  of  the  Chicago 
Surface  Lines  as  assistant  to  Mr. 
McIIraith. 


Personnel  Changes  in  Minneapolis 

Suburban  Line 

At  a  special  meeting  on  Dec.  5  H.  E. 
Pence  was  elected  president  of  the  Min- 
nesota Western  Railroad  and  the  Elec- 
tric Short  Line  Terminal  Company.  He 
is  president  of  the  Minneapolis,  North- 
field  &  Southern,  which  recently 
acquired  control  of  the  two  other  com- 
panies. W.  R.  Stephens  was  made  vice- 
president  of  the  two  lines,  E.  C.  Bahr 
secretary-treasurer  of  the  Minnesota 
Western  and  F.  C.  Malcolmson  of  the 


Electric  Short  Line  Terminal  Company. 
The  terminal  is  used  by  the  Anoka 
and  the  Cuyuna  Range  trolley  line 
trains  as  well  as  the  gaso-electric  pas- 
senger trains  of  the  Southern  and  the 
Western  lines,  which  are  three  suburban 
railways  operating  north,  south  and 
west. 


A  Railway  Specialist  Inspires 
News  Writer 

Col.  William  C.  Lancaster,  grade 
crossing  protectionist  and  electric  rail- 
way specialist,  was  made  the  subject  of 
a  personal  sketch  in  the  Brooklyn  Eagle 
for  Nov.  13.  Colonel  Lancaster  has 
done  many  big  things  in  tunnel  con- 
struction work,  ship  enterprises  and 
power  development,  but  electric  rail- 
ways are  his  hobby. 

At  the  present  time  he  is  with  the 
New  York  Transit  Commission  apply- 
ing his  knowledge  of  electrical  and  civil 
engineering  in  the  post  of  chief  engi- 
neer. He  has  charge  not  only  of  all 
the  engineering  work  in  connection  with 
the  regulation  of  New  York  City's 
rapid  transit  and  surface  lines  but  also 
of  the  grade  crossing  elimination  pro- 
gram for  the  five  boroughs  of  the  city. 
He  is  chairman  of  a  committee  desig- 
nated to  investigate  the  practicability  of 
a  lighter  steel  car  to  operate  on  New 
York  City's  elevated  structures  where 
wooden  cars  now  operate,  because  the 
structures  are  not  strong  enough  to 
carry  steel  cars  of  the  present  design. 

Among  his  other  accomplishments 
Colonel  Lancaster  helped  to  work  out 
plans  for  equipping  many  of  the  rapid 
transit  lines  in  New  York  City  with 
automatic  block  signals  and  designed  a 
system  of  gauntlet  tracks  on  the  lines 
running  into  Queens.  From  Havana  to 
Canada  Mr.  Lancaster  is  known  for  his 
constructive  genius  and  initiative  in 
carrying  through  some  important  con- 
struction projects. 


L.  C.  Singleton  is  the  new  superin- 
tendent for  the  Eastern  Texas  Electric 
Company,  Beaumont,  Tex.  He  succeeds 
Charles  A.  Brann.  Mr.  Singleton  has 
been  with  the  Eastern  Texas  Electric 
Company  in  Beaumont  since  1919  in  the 
capacity  of  claim  agent  and  safety  direc- 
tor. He  plans  to  carry  out  the  work  of 
improvement  started  by  his  predecessors. 

DwiGHT  FousT,  a  former  dispatcher 
of  the  Northern  Ohio  Power  &  Light 
Company,  Akron,  Ohio,  has  been  chosen 
instructor  of  the  permanent  training 
course  for  the  electric  railway  operators 
of  that  railway.  He  will  have  charge 
in  Akron,  Canton  and  Massillon.  Mr. 
Foust  is  a  graduate  of  Wittenberg  Col- 
lege. He  began  train  service  in  Canton. 
Later  he  was  transferred  to  Akron, 
being  promoted  from  trainman  to  dis- 


1174 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.26 


patcher  for  his  outstanding  efficiency. 
Mr.  Foust  has  been  dispatcher  in  the 
Kenmore  yards  for  several  years. 

Fred  E.  Swaim,  a  public  accountant 
'  of  Huntington,  Ind.,  has  been  appointed 
assistant  in  the  accounting  division  of 
the  Indiana  Public  Service  Commis- 
sion. Mr.  Swaim  succeeds  R.  L.  Gwinn, 
recently  resigned. 

F.  W.  Allard,  formerly  first  aid  in- 
structor of  the  roadway  department  of 
the  Georgia  Power  Company,  Atlanta, 
Ga.,  has  been  appointed  director  of  all 
safety  wori<  in  the  roadway  department. 
Mr.  Allard  succeeds  W.  J.  Adams, 
resigned. 

Frank  T.  Singleton,  chairman  of 
the  Indiana  Public  Service  Commission, 
has  been  selected  as  one  of  the  directors- 
at-large  of  the  National  Safety  Council, 
it  has  been  learned  in  Indianapolis.  Mr. 
Singleton's  term  is  for  three  years. 
Since  he  was  chosen  as  safety  member 
of  the  Indiana  commission  in  1924  he 
has  taken  an  active  interest  in  safety 
measures,  particularly  those  pertaining 
to  public  utilities. 

Robert  L.  Beyerle  has  been  selected 
general  foreman  of  the  Silver  Lake 
Junction  shops  of  the  Northern  Ohio 
Power  &  Light  Company,  Akron,  Ohio, 
in  place  of  Fred  J.  Sarbach,  who  died 
recently.  Mr.  Beyerle  has  been  with 
the  company  since  1910  with  the  excep- 
tion of  one  year,  in  which  he  was  in  the 
aviation  corps  as  a  mechanic.  He  was 
born  in  Ohio.  His  predecessor  was 
foreman  of  the  Silver  Lake  shops  for 
several  years. 

Hugh  Doak  has  been  appointed  as- 
sistant director  of  the  Tennessee  Public 
Utility  Information  Bureau,  according 
to  announcement  by  Guy  P.  Newbern, 
director.  Editor  of  the  Manchester 
Times  and  State  vice-president  of  the 
National  Editorial  Association,  Mr. 
Doak  is  a  newspaper  man  with  more 
than  twenty  years  experience,  having 
started  his  newspaper  career  on  the 
Cannon  Courier,  Woodbury,  Tenn.,  in 
1905.  He  worked  on  various  other 
Tennessee  newspapers  and  for  a  time 
was  in  the  commercial  printing  business 
in  Nashville.  In  1913  he  purchased 
the  Manchester  Times  and  has  operated 
that  newspaper  since.  Mr.  Doak  will 
retain  his  newspaper  interest  as  owner 
and  editor  of  the  Manchester  Times,  in 
addition  to  his  new  duties. 

W.  H.  SwiNNEY  of  New  Yoi-k  City  is 
now  serving  as  comptroller  of  the  West 
Penn  Electric  Company  and  subsidiary 
companies  with  his  office  in  Pittsburgh, 
Pa.  Prior  to  his  joining  the  West  Penn, 
Mr.  Swinney  was  associated  with  the 
American  Telephone  &  Telegraph  Com- 
pany, serving  for  three  years  as  stafif 
accountant  to  the  comptroller  at  the  New 
York  office.  Mr.  Swinney's  previous 
business  connections  were  with  the 
Interstate  Commerce  Commission  at 
Washington,  with  which  he  worked  for 
ten  years,  in  the  latter  period  as  assistant 
director  of  accounts.  He  also  served  as 
traveling    auditor    for    the    St.    Louis 


Soutlnvestern  Railway,  with  office  at  St. 
Louis.  He  is  a  native  of  Florence,  Tex. 
He  received  his  education  at  Lockney 
College  in  that  state. 


H.  H.  Hanson  Heads  Middlesex 
8C  Boston  Street  Railway 

Harry  H.  Hanson,  who  has  served 
as  vice-president  and  general  manager 
of  the  Middlesex  &  Boston  Street  Rail- 
way, Waltham,  was  elected  president 
of  the  corporation  effective  on  Dec.  1. 
In  this  capacity  he  succeeds  Pitt  F. 
Drew,  who  has  been  chosen  chairman 
of  the  board  of  directors. 

Mr.  Hanson  entered  railway  work  in 
1889  as  a  conductor  for  the  Boston  Ele- 
vated Railway.  Through  the  various 
grades  in  the  operating  department  he 
advanced,  becoming  district  supervisor 
in  1901,  at  the  Dudley  Street  terminal, 
Roxbury  district.  In  1913  he  was  ap- 
pointed superintendent  of  District  No. 
2,  and  served  in  this  capacity  until  he 


H,  H.  Hanson 

was  transferred  to  work  of  more  re- 
sponsibility. He  served  as  superintend- 
ent of  Division  No.  7  for  two  years, 
with  headquarters  at  Cambridge.  Mr. 
Hanson  became  general  superintendent 
of  the  Middlesex  &  Boston  Street  Rail- 
way in  1919,  continuing  in  that  capacity 
until  his  promotion  to  the  general  man- 
agership in  1920. 


OBITUARY 


Gen.  Charles  Miller 

Gen.  Charles  Miller,  84  years  old, 
retired  oil  millionaire  and  one  of  the 
founders  of  the  Galena  Signal  Oil  Com- 
pany, died  at  his  home  in  Franklin,  Pa., 
on  Dec.  20. 

General  Miller  until  eleven  years  ago 
was  president  of  the  Galena  Signal  Oil 
Company,  and  a  son,  J.  French  Miller, 
is  now  secretary-treasurer.  He  was 
Franklin's  foremost  resident,  noted  for 
his  liberality  and  for  many  and  varied 
interests.  Heart  disease  was  the  cause 
of  death. 

He  came  to  the  United  States  from 
Alsace,  France,  his  birthplace,  while  still 
in  his  teens,  and  his  first  occupation  was 


selling  sewing  machines.  His  business 
career  was  interrupted  by  his  service 
with  the  Union  Army  during  the  civil 
war  and  since  that  time  had  shown  a 
keen  interest  in  military  affairs.  Frank- 
lin's first  modern  hotel,  the  Alsace,  was 
built  by  the  General. 

At  the  time  of  his  death  he  was  presi- 
dent of  the  Lake  Erie,  Franklin  & 
Clarion  Railroad,  which  he  built  22 
years  ago ;  president  of  the  Franklin 
Railway  Oil  Company  and  of  the  Gen- 
eral Manifold  Printing  Company.  He 
had  an  interest  in  the  Hotel  Latham  of 
New  York  city  and  was  a  frequent  busi- 
ness visitor  in  New  York. 


Harvey  Hubbell 

Harvey  Hubbell,  president  of  Harvey 
Hubbell,  Inc.,  Bridgeport,  Conn.,  manu- 
facturer of  electrical  devices,  died  on 
Dec.  17  at  his  home  in  that  city.  A 
leader  in  the  machinery  field,  Mr.  Hub- 
bell had  to  his  credit  more  than  100 
patents  for  his  inventions  making  for 
the  perfection  of  electrical  switches  and 
sockets  and  machine  tools.  He  was! 
born  in  Brooklyn,  N.  Y.,  and  received 
his  technical  education  at  Cooper  Insti- 
tute in  New  York.  His  early  experi- 
ence was  obtained  with  builders  of 
printing  presses  and  in  ship  and  marine 
engine  works.  In  1888  Mr.  Hubbell  re- 
moved to  Bridgeport  to  establish  a  small 
plant,  and  .seventeen  years  later  he  in- 
corporated the  business,  of  which  he 
was  president  for  many  years,  under  its 
present  name. 


E.  P.  Morris 

Elmer  P.  Morris,  65,  died  on  Dec.  II 
at  his  home  in  East  Orange,  N.  J.  For 
a  long  while  he  was  head  of  E.  P. 
Morris  &  Company,  New  York,  dealers 
in  railway  equipment.  In  1889  the  Cin- 
cinnati Street  Railway,  then  the  Cin- 
cinnati Traction  Company,  decided  to 
electrify  its  horse  car  line  on  Colerain 
Avenue  for  a  distance  of  about  6  miles. 
Bert  Baldwin  was  employed  to  study 
the  few  electric  railway  lines  then  in 
operation  in  the  United  States  and  fol- 
lowing his  recommendations  contracts 
for  the  Cincinnati  work  were  awarded 
to  the  Thomson-Houston  Company, 
Lynn.  Mass.,  now  a  part  of  the  Gen- 
eral Electric  Company.  It  was  Mr. 
Morris,  then  employed  by  the  Eastern 
company,  who  is  said  to  have  decided 
upon  the  double  trolley  system,  still  in 
use  in  Cincinnati.  Later,  Mr.  Morris 
established  himself  in  business  in  Cin- 
cinnati, but  subsequently  he  returned  to 
the  East. 


Louis  A.  Christiansen,  principal 
of  the  Corporation  Service  Bureau, 
Cleveland,  Ohio,  died  recently.  Mr. 
Christiansen  was  a  member  of  the 
American  Electric  Railway  Association 
for  a  number  of  years  and  was  known 
for  his  work  as  an  investigator.  In 
solving  problems  of  all  sorts  he  co- 
operated with  a  number  of  electric 
railway  officials.  The  Corporation 
Service  Bureau  will  continue  to  operate 
as  it  has  in  the  past. 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1175 


Manufactures  and  the  Markets 


-fV^^ 


No  Cars  Destroyed  in  Recent 
Ohio  Carhouse  Fire 

No  cars  were  lost  in  the  recent  fire 
which  destroyed  the  carhouses  and  shops 
of  the  Columbus,  Delaware  &  Marion 
Electric  Company  at  Stratford,  near 
Delaware,  Ohio.  Recent  advices  are  that 
temporary  buildings  are  practically  com- 
pleted for  handling  and  running  repair 

work. 

♦ 

Stock  Dividend  Declared 

by  Ohio  Brass 

The  Ohio  Brass  Company,  Mansfield, 
Ohio,  has  declared  a  20  per  cent  stock 
dividend  on  class  "A"  and  "B"  shares, 
payable  in  class  "B"  shares  to  stock  of 


record  Dec.  27.  The  company  also  de- 
clared quarterly  dividends  of  $1.25  on 
the  class  "A"  and  ''B"  stocks  and  $1.50 
on  preferred,  payable  on  Jan.  15  to  stock 
of  record  of  Dec.  31.  The  new  class 
"B"  stock  will  participate  in  the  divi- 
dend. 


Kansas  City,  Leavenworth  8C 

Western  Gets  New  Cars 

Four  new  cars  embodying  the  latest 
features  of  safety,  comfort  and  economy 
in  electric  railway  equipment  were  re- 
cently introduced  by  the  Kansas  City, 
Leavenworth  &  Western  Railway,  Kan- 
sas City,  Kan.  The  order  for  these  cars 
was  noted  in  the  Electric  Railway 
Journal  Aug.  13  and  description,  speci- 


fications, elevation  and  plan  appeared  in 
the  Nov.  5  issue. 

The  installation  of  these  cars,  it  is 
reported,  climaxes  a  year's  activity  in 
which  $100,000  has  been  spent  re- 
habilitating the  line. 


V.E.P.  Expects  Recent  Bus  Order 
Deliveries  in  January 

Bus  equipment  ordered  recently  by 
the  Virginia  Electric  &  Power  Com- 
pany will  be  delivered  early  in  January, 
company  officials  expect.  The  ten  new 
buses  ordered,  at  a  cost  of  $120,000,  will 
have  seats  for  40  persons  each. 

One  of  the  new  type  of  vehicles 
which  has  arrived  resembles  a  one-man 
street  car.  Its  motor  is  located  in  the 
center  of  the  vehicle  to  reduce  the 
wheelbase.  Some  of  the  29-passenger 
buses  now  in  operation  here,  it  is  re- 
ported, have  difficulty  negotiating  turns 
at  narrow  street  intersections. 


Five  One 'Man,  Two -Man  Cars  Received  by  East  St»  Louis  &  Suburban 


Typical  exterior  of  the  five  new  one-man,  two-man  city  type  cars  recently  put  in  service  by  the  East  St.  Louis  SC  Suburban  Railway, 
East  St.  Louis,  III.     Note  the  streamline  effect  obtained  by  the  color  scheme 


FEATURED  with  a  parade  headed 
by  Mayor  Frank  Doyle  and  other 
city  officials,  five  one-man.  two-man, 
city  type  cars  were  inducted  into 
service  Nov.  23  by  the  East  St.  Loui- 
&  Suburban  Railway,  East  St.  Louis. 
111.  The  cars,  which  were  ordered 
from  the  St.  Louis  Car  Company  early 
in  the  summer  and  for  which  specifica- 
tions were  printed  in  the  Journal  for 
July  9,  will  be  used  on  the  State  Street 
and  42d  Street  lines.  One  of  these  cars 
was  exhibited  at  the  Cleveland  conven- 
tion last  October  under  the  name  of 
the  "President's  Car"  or  "Rail  Sedan." 
When  placed  in  service  the  new  car> 
were  operated  free  of  charge  during 
the  first  day.  The  units  supplement  the 
service  of  six  rebuilt  cars  which  were 
put  in  operation  May  7. 

Subjoined  are  specifications: 

Number  of  units Five 

Type  of  unit. .  .One-man,  two-man,  motor 
passenger,  city,  doubIe-en<l,  double-truclt 

Number  of  seats 48 

Builder  of  car  body, 

St.  Louis  Car  Co.,  St.  Louis,  Mo. 

Date  of  order May  24 

Date  of  delivery October,  1927 

Weight,  approximately 32,000  lb. 

Bolster  centers 22  ft. 

Length  over  all 47  ft.  3  in. 


Ample  aisle  room,  light,  and  comfortable 
leather-covered  seats  are  some  of  the 
features  of  the  new  East  St.  Louis  cars, 
which  were  built  by  the  St.  Louis  Car 
Company 


Length  over  body  posts 31  ft.  4  in. 

Truck  wheelbase 5  ft.  4  in. 

Width  over  all 8  ft.  6  in. 

Height,  rail  to  trolley  base 10  ft.  6  In. 

Window  post  spacing 2  ft.  6  in. 

Body  All  steel 

Roof     Arch 


Doors    End,    folding: 

.\ir  brakes    Westinghouse 

Axles     Heat-treated 

Car  signal  system F&raday 

Compressors    DH-16 

Control    K-75,    low   level 

Curtain  fixtures National  Lock  Washer 

Curtain  material Pantasote  No.  86 

Destination  signs   Hunter 

Door  mechanism   National  Pneumatic 

Energy-saving  device Economy  meters 

Finish     ETnamel 

Floor  covering    Linoleum 

Gears  and  pinions, 

Tool  Steel  Gear  &  Pinion  Co. 

Glass Plate  in  side  windows ; 

non-shatterable  in  vestibule 

Hand  brakes St.  Louis  Car  Co. 

Hand  straps. 

Electric  Service  Supplies  No.  26572 

Heaters     Consolidated 

Headlights    Golden    Glow 

Headlining    Agasote 

Interior  trim   Mahogany 

Journal  bearings Plain  33  in.  x  7  In. 

Journal  boxes St.  Louis  Car  Co. 

Lamp  fixtures. 

Safety  Car  Lighting,  dome  fixture 
Motors, 

General  Electric  No.  264,  inside  hung 

Sash  fixtures Dura 

Seats.. St.  Louis  Car  Co.,  leather  reversible 

Seat  spacing 30  In. 

Seating  material. .  .Genuine  Spanish  leather 

Steps     Folding 

Step  treads Feralun 

Trucks St.  Louis  Car  Co.  EIB  64 

Ventilators    Nichols-Llntern 

Wheels,  type. .  .Rolled  steel,  diameter  26  In. 
Special  devices, 

Oakelite  ;  National  Pneumatic  treadles ; 

varla,ble  load  brake 


1176 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.26 


^900,000  New  Equipment 
Program  of  North  Shore 

New  equipment  and  rolling  stock  cost- 
ing more  than  $900,000,  it  was  recently 
officially  announced,  are  being  built  for 
the  Chicago,  North  Shore  &  Milwaukee 
Railroad,  Chicago,  as  a  part  of  an  ex- 
tensive program  of  enlarging  facilities 
in  all  branches  of  its  service.  The  equip- 
ment is  of  the  latest  design  and  all  of 
the  units  are  scheduled  to  be  in  service 
by  next  summer. 

The  largest  single  item  in  the  program 
consists  of  fifteen  all-steel,  passenger, 
motor  cars  ordered  from  the  Pullman 
Car  &  Manufacturing  Corporation,  Chi- 
cago, on  Oct.  1  and  reported  in  the 
Electric  Railway  Journal  Oct.  22. 
The  cars  will  be  equipped  with  individ- 
ual bucket  type  easy  chairs  upholstered 
in  gray  byzantine  plush.  One  of  the 
cars  will  be  equipped  with  Hyatt  roller 
bearings  to  test  the  riding  comfort  of 
cars  thus  equipped  in  high-speed  electric 
operation.  There  will  be  two  toilets  and 
a  smoking  compartment  in  each  car. 
Deliveries  are  expected  next  May. 

Two  additional  dining  cars  and  an- 
other parlor-observation  car  of  all-steel 
construction  are  also  being  built  for  the 
North  Shore  Line  at  the  Pullman  plant. 
The  diners  seat  24  persons  each.  The 
cars  are  to  be  delivered  to  the  road 
next  May. 

The  fifteen  additional  semi-trailers 
for  freight  service  of  8-ton  capacity, 
scheduled  for  delivery  in  December  by 
the  Trailmobile  Company  of  Cincinnati, 
Ohio,  are  to  be  used  in  handling  door-to- 
door  shipments.  The  units  are  mounted 
and  transported  between  stations  on  flat 
cars  with  the  trailer  wheels  still  attached 
and  without  any  handling  of  merchan- 
dise from  the  time  the  shipment  leaves 
the  shipper's  door  until  it  reaches  the 
consignee. 

Three  5-ton  gasoline  tractors  were 
recently  delivered  to  the  railway  by  the 
White  Motor  Company  of  Cleveland, 
Ohio,  and  are  now  in  service.  The  trac- 
tors are  used  in  hauling  trailers  to  and 
from  freight  receiving  depots  in  Chicago 
and  Milwaukee.  The  North  Shore  Line 
is  the  first  railroad  in  the  United  States, 
it  is  understood,  to  place  flat  car  trailer 
equipment  of  this  type  in  regular  service. 

The  ten  lightweight,  double-truck, 
one-man,  two-man  safety  cars  ordered 
from  the  St.  Louis  Car  Company  for 
service  on  Milwaukee  city  divisions  of 
the  North  Shore  Line  are  expected  to 
be  delivered  about  the  last  of  the  month. 
Announcement  of  the  placing  of  the 
order  appeared  in  the  July  16  issue  of 
Electric  Railway  Journal.  These 
cars,  which  are  51  ft.  long,  have  a  seat- 
ing capacity  of  56  persons  each  and  the 
seats  are  upholstered  in  green  plush. 
Designed  for  either  one-man  or  two-man 
operation,  the  cars  are  completely 
equipped  with  safety  devices.  Two  of 
the  cars  will  be  equipped  with  Timken 
roller  bearings. 

The  two  additional  freight  locomo- 
tives built  by  the  General  Electric  Com- 
pany, the  first  of  their  type  ever  con- 
structed,   are    equipped    for    operation 


either  on  trolley  or  storage  battery  cir- 
cuits. They  are  40  ft.  long  and  weigh 
approximately  131,000  lb.  each. 


Fifty  New  Cars  for  Seattle 

The  contract  for  fifty  new  cars  in- 
tended for  use  on  the  Seattle,  Wash., 
lines  of  the  Seattle  Municipal  Railway 
is  to  be  awarded  to  the  Pacific  Car  & 
Foundry  Company,  Seattle,  under  a 
plan  for  financing  to  which  reference  is 
made  elsewhere  in  this  issue. 


Twenty-seven  Thousand 

Employees  Bondholders 

Twenty-seven  thousand,  or  42  per 
cent,  of  the  employees  of  the  General 
Electric  Company  in  its  service  for  six 
months  or  more  are  holders  of  about 
$30,000,000  face  value  of  G.E.  em- 
ployees' securities  corporation  bonds,  an 
average  of  approximately  $1,000  per 
person.  These  bonds  pay  6  per  cenl 
interest,  but  so  long  as  the  original 
holder  remains  in  the  employ  of  the 
General  Electric  Company  an  additional 
2  per  cent  is  paid  by  that  company. 


ROLLING  STOCK 

Milwaukee  Electric  Railway  & 
Light  Company,  Milwaukee,  Wis.,  is 
equipping  one  of  its  interurban  articu- 
lated dining  and  passenger  car  units 
with  Hyatt  roller  bearings.  The  com- 
pany has  been  using  Hyatt  bearings 
under  one  of  its  articulated  city  units  for 
appro.ximately  two  years. 


SHOPS  AND  BUILDINGS 

Milwaukee  Electric  Railway  & 
Light  Company.  Milwaukee,  Wis.,  and 
its  subsidiary,  the  Wisconsin  Motor  Bus 
Lines,  it  is  reported,  will  house  all  of 
their  buses  operating  out  of  Racine. 
Wis.,  in  the  new  bus  storage  building 
being  erected  in  that  city  at  a  cost  of 
about  $10,000.  The  building  will  accom- 
modate 30  buses.  It  will  measure  48  ft. 
X  150  ft. 


METAL,  COAL  AND  MATEUiAL  PRICES 

F.  O.  B.  nEFINEKY 

Melals — New  York  Dec.  20,  1927 

Copper,  electrolytic,  cent«  per  lb 13  675 

Copper  wire,  oenta  per  lb 15.75 

Lean,  cents  per  lb 6  50 

Zinc,  cents  per  lb 6 .  00 

Tin,  Straita,  centa  per  lb 58.00 

BItuiiitnoiis  Ck>al,  f.o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

lloads,  gross  tone 

Somerset  mine  run,  Boston,  net  tons 

Hittaburgl)  mine  run_,  Pittsburgh,  net  toiu 

Franklin ,  III.,  screenings,  Chicago,  net  tons  1 .  60 
Central,  111.,  screenings,  Chicago,  net  tons.  1 .  50 
Kansas  screeninffs.  Kansas  Citv.  net  tons. .         2. 175 

MsterfaU 

Uubber-oovered    wire,    N.  Y.,  No.  M,  per 

1,000  ft 5. 50 

Weatherproof  wire  base.  N.Y.,  cents  per  lb.  16.50 

Cement,  Chicago  net  prices,  without  bags. . .  2. 05 

Linsee<loiI  (5-bbl.lots),  N.  Y.,  cents  per  lb..  10.6 
White  lead  in  oil  (lOO-lb.  keg),  N.  Y.,  cents 

per  lb I  J.  25 

Turpentine  (bbl.  lota),  N.  Y.,  per  gal 0.63 


TRADE  NOTES 

White  Company,  Cleveland,  Ohio, 
has  recently  announced  the  following 
promotions:  W.  C.  Pahlman,  manager 
of  the  company's  branch  at  Wichita, 
Kan.,  to  manager  at  Oklahoma  City ; 
E.  O.  Bittner.  former  Tulsa,  Okla.,  com- 
pany salesman,  to  manager  at  Wichita. 

Hyman-Michaels  Company,  Chi- 
cago, has  recently  been  appointed  sales 
agent  for  the  Mid- West  territory  of  the 
Ohio  Locomotive  Train  Company  and 
its  subsidiary,  the  Toledo  Crane  Com- 
pany, manufacturer  of  locomotive  trains, 
overhead  traveling  and  gantry  cranes, 
steam,  electric  and  gasoline  operated. 

American  Hammered  Piston  Ring 
Company,  Baltimore,  Md.,  through 
W.  C.  Stettinius,  president,  has  an- 
nounced the  election  of  T.  Latimer  Ford 
as  vice-president.  For  a  number  of 
years  Mr.  Ford  was  assistant  secretary 
and  treasurer  of  the  company  and  for 
the  past  four  or  five  years  has  had 
charge  of  the  Pacific  Coast  territory. 
In  addition  to  his  executive  duties  he 
will  have  charge  of  automotive  replace- 
ment sales.  His  headquarters  will  be  at 
the  main  office  in  Baltimore. 

LuDLUM  Steel  Company,  Water- 
vliet,  N.  Y.,  has  issued  a  loose-leaf  book- 
let which  it  advises  is  devoted  to  a 
treatise  on  the  new  Nitriding  process 
for  the  hardening  of  steel.  The  pub- 
lication is  entitled  "Nitrolloy  and  the 
Nitriding  Process."  The  following  sub- 
jects are  taken  up  in  six  chapters: 
"Nitralloy  and  the  Nitriding  Process." 
'The  Analyses  of  Nitralloy,"  "The 
Physical  Properties  of  Nitralloy,"  "The 
Operations  Prior  to  Nitriding,"  "The 
Nitriding  Process  and  Equipment"  and 
"The  Properties  of  the  Nitrided  Case." 
It  also  contains  a  tabulation  of  nitralloy- 
physical  properties  as  well  as  some 
charts. 

ADVERTISING  LITERATURE 

Electric  Service  Supplies  Com- 
p.^NY,  Philadelphia,  Pa.,  has  issued  an 
illu.strated  folder  descriptive  of  its 
Golden  Glow  headlight. 

Irving  Iron  Works  Company,  Long 
Island  City,  N.  Y.,  has  recently  issued 
an  illustrated  bulletin,  2D,  descriptive  of 
its  "Safkar  Safstep." 

Armco  Culvert  Manufacturers 
Association,  Middletown,  Ohio,  has 
recently  issued  a  booklet  entitled  "Pav- 
ing the  Culvert  to  Combat  Erosion." 

General  Electric  Company,  Sche- 
nectadv,  N.  Y.,  has  sent  out  looseleat 
bulletins  GEA-37B  and  GEA-528A, 
descriptive  of  direct-heat  electric  fur- 
naces types  AD,  RRB  and  RRC  and 
centrifugal  air  compressors,  small,  multi- 
stage respectively.  It  has  also  issued 
another  looseleaf  bulletin,  GEA-573A, 
entitled  "Automatic  Switching  Equip- 
ment," covering  synchronous  converters 
in  railway  service. 


December  24,  1927 


ELECTRIC  RAILWAY  JOURNAL 


21 


■  ■  f 

and  New  Orleans  orders 

20  new  cars  equipped  with 

"Peacock"  Staffless  Brakes! 


New  Orleans  Cars  to  Be  Delivered 
in  November 

Details  for  the  twenty  new  cars  ordered 
by  the  New  Orleans  Public  Service,  Inc.,  on 
Aug.  22,  1927,  have  been  released.  The 
cars  are  being  built  by  the  St.  Louis  Car 
Company  and  the  Perley  A.  Thomas  Car 
Company  and  will  be  delivered  near  the 
end  of  November.  They  are  all-steel, 
double-truck,  double-end  cars  designed  for 
one-man  or  two-man  operation.  The  seat- 
ing capacity  is  52  and  the  total  weight 
40,000  lb.  Previous  mention  of  the  order 
appeared  in  the  Journal  of  Aug.  20. 

The  specifications  as  given  by  the  New 
Orleans  Public  Service  are  as  shown  below: 

Number   of   cars ;■••■„'„"  'Vn?? 

Date  order  was  placed Aug.  ii.  i»^7 

Date   of   delivery ■ ""   "^' 

Builder  ol  car  body.  .Ten.  St.  Louis  Car  Company: 

ten.  Perley  A.  Thomas  Car  Company 

Tvne  of  car.  .Double-truck,  double-end.  one-man. 

^  two-man  safety  car 

Seating    capacity •  •  •  •,'  ■,„■  A;,A',^ 

•Vypijht Total,  40,000  lb. 

Length  over  bumpers *?  i''  S  "'' 

Length  of  body oilnl^' 

Width  over  all S  It.  7  in. 

Height,  rail  to  trolley  base 11  ft.  1  T&  m 

Body    type Steel,  arched  roof 

Interior    trim Cherry 

Roof Poplar  and  No,  8  duck 

Air  brakes Westinghouse  air  brake 

and  General  Electric 

Axles Standard   Forging  Company 

Bumpers Hedley   anti-climber 

Buzzers     Faraday 

Car    trimmings Bronze 

Conduits  and  junction  boxes Steel 

Control K-35-JJ 

Curtain  fixtures Curtain  Supply  Company 

Curtain   material Pantasote 

Destination  signs   Keystone 

Door-operating   mechanism  .  ,  National   Pneumatic 

Gears  and  pinions General  Electric  and 

Westinghou-e 

Hand  brakes Peacock  staffless 

Headlights    Ohio  Brass,  type  ZP 

Headlining    Agasote 

Journal   boxes Brill    M.C.B, 

Lightning  arresters Aluminum  cell 

Motors.  .Four  G.E.  266-G  and  Westinghouse  510-E 

Paint Murphy  Varnish  Co. 

Registers International    R-11 

Sanders Nichols-Lintern 

Sash  fixtures.  .  .  .Curtain  Supply  Co.,  brass  sash 

Seats Hale    &    Kilburn 

Seating  material Wood   slat 

Side  and  center  bearings Brill 

Slack  adjusters.  .American  Brake  Co..  type  "X" 

Springs    Brill 

Step  treads Kass 

Trolley   catchers Ohio   Brass 

Trolley  base Ohio  Brass  No.   11388 

Trucks    Brill  76-E-l 

Ventilators Railways   Ulilities    Co. 

Wheels Southern  Car  Wheel  Co. 

Wheel  Guards H-B  life  guard  Consolidated 

Car    Fender    Company 

Miscellaneous Ellcon  1-in.  white  enamel 

stanchions 

{Electric    Railivay    Journal 

October   15,   1927,   p.   764) 


Reg.  U.  S.  Pat.  Off. 

New  Orleans  Public 
Service,  Inc.,  has  just 
ordered  twenty  all  steel, 
double-truck,  double- 
end,  one -man- two -man 
cars  to  be  built  by  the  St. 
Louis  Car  Company  and 
the  Perley  A.  Thomas 
Car  Works  equipped 
with  "Peacock"  Staffless 
Brakes. 

With  a  seating  capacity 
of  52  and  weighing  40,000 
lbs.  these  cars  were  de- 
livered December  1st. 

May  we  tell  you  why  this 

Company  and  nearly  all 

the  buyers  of  new  cars 

specify  "Peacock" 

Staffless  Brakes? 

National  Brake  Company,  Inc. 


890  Ellicott  Square 


Buffalo,  N.  Y, 


Canadian  Representative 
Lyman  Tube  &  Supply  Co.,  Ltd.,  Montreal,  Can. 


22  ELECTRIC  RAILWAY  JOURNAL  December  24,  1927 


ANNUAL 


^statistical  ^nd  rorecast 

l\  umber 


Electric  Railway  Journal 
January  14,  1928 

This  important  number  will  contain: 

Record  of  1927  in  costs  and  revenues. 
Number  of  cars  purchased. 

Miles  of  track  constructed  and  recon- 
structed. 
Financial  records  for  1927. 

Reviews  of  basic  tendencies  in  legal, 
financial  and  regulatory  matters. 

A  review  of  the  significant  news  de- 
velopments of  1927. 


Together  with : 


A  forecast  of  1928  expenditures  in  all 
departments,  and  the  trends  which 
will  shape  developments  and  prog- 
ress of  1928. 


Advertising  forms  close  January  3,  1928 

Electric  Railway  Journal 

Tenth  Ave.  at  36th  St.,  New  York  City 
Member  ABC  Member  ABP 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


23 


The  steady  increase 
in  number  of  Duco -finished  cars 

THE  progress  of  Duco  finish  in  the  railway  field 
has  been  as  steady  and  sure  as  its  progress  in  the 
automotive  field.  The  latter  industry  came  first  but 
railway  operators  were  quick  to  recognize  the  merits 
of  a  finish  which  greatly  exceeded  old'type  finishes 
in  durability,  under  all  conditions  of  service,  and  rc' 
duced  production  costs. 

Duco  finish  on  cars  has  definitely  proven  its  superi' 
ority,  and  is  daily  being  specified  for  additional 
equipment. 

E.  I.  du  Pont  de  Nemours  8C  Co.,  Inc.,  Chemical 
Products  Division,  Parlin,  N.  J.,  2100  Elston  Ave., 
Chicago,  111.,   569  Mission  St.,  San  Francisco,  Cal. 

There  is  only  ONE  Duco 
.    .    .    DU  PONT  Duco 


•••-UAMT.O**. 


PAINTS 


VARNISHES 


ENAMELS 


DUCO 


24 


ELECTRIC  RAILWAY  JOURNAL 


Type   AT-R  Installed 
Arc  Weld  Bond 


It^s  Easy 


To  apply  Erico  Arc  Weld  Bonds — 
bbnding  men  know.  that.  ^AIL  that's 
needed  is  a  portable  welding  outfit, 
one  operator  and  a  helper.- 

Either  type  ATF-2  or  type  AT-R 
bonds  may  be  applied  to  the  ball  of 
the  rail.  The  heavy  drop  forged  steel 
terminals  of  the  type  ATF-2  bond 
can  be  quickly  welded  to  the  rail  using 
3''16-in.  diameter  rod.  The  type 
AT-R  bond,  with  its  narrow  round 
steel  terminal,  is  exceptionally  easy  to 
apply.  The  arc  clings  to  the  rounded 
steel  surface  without  sputtering,  mak- 
ing a  good  sound  weld  certain.  Both 
types  of  bonds  have  the  bond  cables 
brazed  to  the  steel  terminal. 

Plan  to  use  Erico  Bonds  in  1928— 
get  the  information  now.     Write. 


The  Electric  Railway 
Improvement  Company 

2070  East  61st  Place,  Cleveland,  Ohio 


December  24, 1927 

mirminMniHiiiniimiiniHiiiiiiiiiiiiiinriiniiimnniraiiillliilinliimiiiiiiiiiiiiwint 


Structural  Shapes  •   Steel  Sheet  Piling 

Plates  •   Skelp 

Bars  and  Bar  Mill  Products 

Bands  •  Hoops 

Axles  •  Wrought  Steel  Wheels 

Rails   •   Rail  Joints 

Steel  Cross  Ties 

CARNEGIE  STEEL  COMPANY 

general  Offices  •  Carnegie  Building  •  434  Fifth  Avenue 

PITTSBURGH      rf^S      PENNSYLVANIA 

1888 

"iiitiiiiiiliiiiiniitiiiitiiniiiiiiitiiiiiimiimiiiiitiiiiMiiiiitiiiiiiiriiKiiiiiiiiiiiiiiiiiiiiMinnii iiiiiiiiiiiiiMiitiiiHiiiuiiitiiiiUiHiii 

=uii»lllliiiiiiuHiiMiiiHtMi»iiMiirfiniiitiitiiiiriirrMiiiitMiiririiiirMiiiiitiiiiiiitiiiitiiinitiiiiriiriinnitniinnniiininiiiiiiinniiiniiita 


X 


ELECTRICAL 
INSULATION 


MlCANlfF     and    EMPIRE 

I        ■         INSULATOn  ^  ^,    tNSOLATOPv 


Micanite  and  Super -Micanite 
Sheets,  Commutator  Segments,  and 
Commutator  Rings. 

Micanite  Tubes  and  Washers 

Linotape,  Seamless  or  Sewn  Bias 
{Yellow  or  Black  Varnished  Tapes) 

Empire  Oiled  Cloths  and  Papers 
(Yellow  or Black'> 
Compounds,  Varnishes,  Etc 


Send  for  catalog  and  helpful  booklet   on  Commutator 
Insulation  and  Asaembly 

MICA  INSULATOR  COMPANY 

Larg«sl  tnanufadur^rt  in  the  lOorU  of  mica  insulation. 
BttahliBhed   1S9S. 

New  York:  68  Church  St.     Chicago:  542  So.  Dearborn  St. 

Cleveland  Pittsburgh  Cincinnati 

S*n  Fimnctaco  Lo«  Angelea  Seattle 

Work»l  Schmnmetady,  TVcuf  Yorl^.    Victor tasiltt,  Canada;  LonJon,  England 


;iiiMiuMi(iiiiiiriiiiiiiiiiiiiniiniiiiiiiriititiiiiiiiiMiriiiirii>iiiiiiiiiintriiiiiiiiMiiMniiiiiiiiiiHiiiiiMiMiii(tiiiiiiiiiiiiiiinriiiiiiimiiimt?> 


December  24,  1927  ELECTRIC  RAILWAY  JOURNAL 

»iillliiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiU: 


25 


ISIKAFF 


The  Kaffir  picks  up  soup  by  dipping  Isikaff 
(native  bread)  into  it.  Then  he  leans  back, 
holding  the  bread  above  his  mouth  and  letting 
the  soup  drip  into  the  open  orifice. 

This  is  the  one  silent  method  of  overcoming  soup. 
We  are  strong  for  it — because  we  are  strong  for 
silence. 

Silence  has  made  Morganite — silent  commutation 
as  a  result  of  a  Morganite  brush  prescription. 
In  other  words,  Morganite  destroys  the  noise 
that  annoys  an  operator. 


S                                       Main  Office  and  Factory  S 

5             3302-3320  Anable  Ave.,  Long  Island  City.  N.  Y.  = 

5                              DISTRICT  ENGINEERS  AND  AGENTS  E 

Z  Pilttburgh,  Electrical  Engineering  &  Mfg.  Co.,  909  Penn  Ave.  — 

S  Cincinnati,    Electrical    Engineering    3b    Mfg.    Co.,    607    Mercantile  Z 

~               Library  Building.  S 

—  Cleveland,  Electrical  Engineering  &  Mfg.  Co.,  320  Union  Building.  S 
=  Baltimore,  O.  T.  Hall.  Sales  Engineer,  432  North  Calvert  St.  — 
~  Revere,  Mass.,  J.  F.  Drummey,  75  Pleasant  Street.  3 
2  Lot  Angeles,  Special  Service  Sales  Co.,  502  Delta  Building.  S 
S  San  Francisco,  Special  Service  Sales  Co.,  202  Russ  Building.  ~ 
S  Toronto,  Can.,  Railway  8&  Power  Engineering  Corp.,  Ltd.,  101  ~ 
S               Eastern  Ave.  ~ 

—  Montreal,  Can.,  Railway  &  Power  Engineering  Corp.,  Ltd.,  68-70  E 

—  St.  Antoine  St.  3 

S  Winnipeg,   Can.,  Railway  &  Power  Engineering  Corp.,  Ltd      P    O  — 

S               Box  325.                                                                                                          ■  Z 

iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii||||= 


Do  You  Buy  Repairs 

For  Your  Packard 
At  the  Five  and  Ten? 


Trolley  Pole  Stock  in  Nuttall  Store  Room 

Not  on  your  life.  You  know  that  only  Packard 
can  turn  out  Packard  cars  and  parts — you  can't 
afford  to  take  any  chances. 

But  how  about  trolley  parts  and  accessories? 
You  should  see  some  of  the  junk  we  see.  Oh 
Man!  soft,  scrap  brass  trolley  wheels,  where  the 
best  of  phosphor  bronze  is  hardly  good  enough. 
Heavy,  cast  iron  harps,  where  lightest  malleable 
iron  or  forgings  have  their  own  troubles  to  stand 
the  gaff. 

Poles  made  of  almost  any  kind  of  tubing,  where 
heat  treated  steel,  reinforced,  carefully  swedged 
and  tapered  is  Nuttall  Standard. 

Springs! — well  just  springs,  that's  all.  A  spring 
is  a  spring,  but  the  service  requires  the  Nuttall 
Spring,  designed  to  give  the  right  tension,  the 
right  wheel  contact  pressure  on  the  wire— oil 
tempered  springs  that  spring  and  don't  set. 

Trolley  parts — run  of  mines  stuff — actually  cost 
you  more  money  than  genuine,  guaranteed 
Nuttall  parts.  No  substitute  is  ever  as  good.  Ask 
the  man  with  a  glass  eye. 

Send  for  a  Nuttall  Catalog  and  Price  List 


^33^ 


IMT 


iRJ).NUnALL  COMPANY 

PinSBURGtf  m  PENNSYLVANIA 


All  Westinshouse  Electric  &  Mfg.  Co. 
District  Offices  are  Sales  Representatives 
in  the  United  States  for  the  Nuttall  Elec- 
tric Railway  and  Mine  Haulage  hroducts. 
In  Canada:  Lyman  Tube  A  Supply  Co., 
Ltd.*   Montreal  and  Toronto. 


26 


ELECTRIC  RAILWAY  JOURNAL 


December  24, 1927 


rSal^ 


irvje  ei^s 


iTor^.  Bacon  &  ^avi& 

incorporated 

115  Itroadway,  New  York 
PHILADELPHIA  CHICAGO  SAN  FRANCISCO 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 
Examinations     Reports     Appraisals 
Industrial  and  Public  Service  Properties 

NBW   TOaE  BOSTON  CHICAGO 


Sanderson  &  Porter 

ENGINEERS 

PUBLIC  UTILITIES  &  INDUSTRIALS 

Design  Construction  Manacement 

Examinations  Reports  Valuations 


CHICAGO 


NEW  YORK 


SAN  PEANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER,    MASSACHUSETTS 

nCPORTS-  APPRAISALS  -  RATES  -  OPERATION  -  SERVICI 


C.    B.    BUCHANAN 
Prsildaat 


W.   H.   PRICE.    JB. 
8ec>- Treat. 


JOHN  r.  LATNO 
Tl»-Pruld«t 


BUCHANAN  &  LAYNG  CORPORATION 

Engineering  and  Management,  Construction 

Financial  Reports,   Traffic  Surveys 

and  Equipment  Maintenance 

Bank  Bids.  Hanover:  2142  49  WaU  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

Gardnar  F.  Wells  Albert  W.  HemphiU 

APPHAISALS 

INVESTIGATIONS  COVERING 

Reorganization        Management       Operation        Construction 

43  Cedar  Street,  New  York  City 


KELKER,  DeLEUW  &  CO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

Operating  Problemi  Valuations  Traffic  SurreTi 

111  W.  Washington  Street,  Chicago,  III. 


E.  H. 

FAILE  &  CO. 

Designers  of 

Ml 

UKUraVOK    AVI 

NSWTOaX 

The  J.  G.White 
Engineering  Corporation 

Engineers— —Constructors 

Oil  Reflnerles  and  Pipe  Lines,  Steam  and  Water  Power  Planta,  TranBnalBilon 
Systems,  Hotels,  Apartments.  Office  and  Industrial  Buildings,  Ballroads. 


43  Exchanste  Place 


New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service — Financiai  Reports 

Appraisais — Management 


52  Vanderbilt  Ave. 


New  York  ! 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisals  Beports  Bates  Senrlce  InTestlvatton 

Studies    on    Financial    and    Physical    Behabllitatlon 

Beorffanization     Operation     Management 

683  Atlantic  Ave.,  BOSTON,  MASS. 


Byllesby 

Engineering  &  Management 

Corporation 

231  S.  La  Salle  Street,  Chicago 

New  York  San  Francisco 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -    Reports 

Valuations   -   Management 

PHILADELPHIA 


NEW  YORK 


CHICAGO 


STEVENS  &  WOOD 

INCORPORATED 

engineers  AND  CONSTRUCTORS 

120  BROADWAY,  NEW  YORK 
YODNGSTOWN.  O. 


ENGINEERINQ 
OONSTEUCTION 


FINANCINQ 
MANAGEMENT 


MCCLELLAN  &  JUNKERSFELD 

Incorporated 

ENGINEERING  AND  CONSTRUCTION 

Examinations — Reports — Valuationa 

Transportation  Problems^Power  Developments 

68  Trinity  Place,  New  York 

Cfaicaco  Sc.  Louis 


WALTER  JACKSON 
Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Sunday  Pass — Differential 
Fares — Ride    Selling 

Holbrook  Hall  5-W-3 
160  Gramatan  Ave.,  Mt.  Vernon,  N.  Y. 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


27 


THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 

Boston,  SO  Federal  Street 
PhtulDslpuix,  Packard  Building 
Ptttsburoh,  Farmers  Deposit  Bank  Building 
Clbvbland,  Guardian  Building 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Atlanta,  Candler  Building 
Phobnix,  Ari».,  Heard  Building 
Daia^b,  Tkx.,  Magnolia  Building 
HoNOLULn,  H.  T.,  Castle  &  Cooke  Building 
Portland,  ORa,  Gasco  Building 


85  Liberty  Street,  New  York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers    since    1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICES 

Dbtroit,  Ford  Building 

Nbw  ORI.BAN8,  344  Camp  Street 

HonsTON,  Tbixas,  Electric  Building 

Dbnvhe,  444  Seventeenth  Street 

SALr  LuucB  City,  Kearns  Building 

San  Francisco,  Sheldon  Building 

Los  Anqeles,  Central  Building 

Shatti-b,  L.  C.  Smith  Building 

Havana,  Cuba,  Calle  de  Aguiar  104 

San  Juan,  Porto  Rico,  Royal  Bank  BuUdlng 


aiiiiiilluiiiniiiiiiiiiiiiiriiiiiiiitriiiiiiiiiiitiiiiiiiiiiiiiiiuiiiiritiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiMiiiiiiiiiimiiiiimiiiiiiii 


THE  P.  EDWARD  WISH  SERVICE 

50  Church  St.  Street  Railway  Inspection  131   State  St. 

NEW  YORK  DETECTIVES  BOSTON 


siiiiiiriijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiJiiiiiiiiiiiiiiiiiniiiiiiijiiijiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiuiiiiiiiiiiiH^ 


dimliliniiliiiiliilliillllllillliliiiiiiiiitiiitiiilllliniiniiiiiiiiiiiiniiiriiitiiiiriiniiitiiittiiiriiniiiiHlliMllltlliiililiiniiiiiiniiniillllHlli^ 


KUhmrm 


RAIL  JOINTS 


bVNAMOtORS 
WELDING  ROD 


I      Better  Quality  Seats 
3      For  Cars  and  Buses 


Hale-Kilburn  Co. 

1800  Lehifh  Ave.,  Philadelphia,  Pa. 


UNA  Welding  &  Bonding  Co. 

Cleveland.  Ohio. 


^.iiiinii)iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiitiiiniiiiiiitiiHiiiHiiniiii[iiriiiiiiiniiinii>iiiittiiiiiiniitiiiiiiiitiiiiiiiiiiiiiiiitiiiiiiimiiii£      = 


When  writing:  the  advertiser  for  Information  or 

prices,  a  mention  of  the  Electric  Railway 

Jfournal  would  be  appreciated. 


'iiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiriMniiniiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiMiiiiniiiiiiiiiiiiiiiiitiniiiiiiniiiiiiitiiiiiiin 
iiiiiiniiniiniiniiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiHiiiiiiiiiimiiiiiiiiiiiiiiiuiiniiuiiiiiiiiiiiiiiiiiiiuiiiiiiiiii'iiiiiiiuiiimiiii^ 

i   RAIL  GRINDERS  AND   I 
WELDERS 


uiiiiuinmiiiimiilliilMimumiiitniMiiitiiNiiuMiniiniiniinMiiiiiniiiniiiiiinMiiiiiMinuiiniMumimniimiim^^^ 

ILLINOIS  MOTIVE 
EQUIPMENT  COMPANY 

I                                               J.  D.  £l9om.  President  I 

I                                General  Sales  Agent — The  Air  Rectifier  I 

i                                              District  Hepresentatives  = 

i  Johnson  Fare  Box :     MoCloskey  Bomb  Shell  Torch::  = 

I                              Cinch  Vertical  Swipe :     Fyr-Fly  Spot  Li8:ht  | 

E.   Wackcr  Drive 


I  Railway  Track- work  Co.,  Philadelphia  I 

i  682    I 

^tiiniiiiiiiiiiiiiiiiiniiiiiiitiiiiiiiitiiiiMiitiiitiimiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiniiitiitiiiiiiiiiiimiimiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiDiiiiiiiiR 

^iiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiijiriiiiiiiiiiiiiiiiiiiiiiiiirjiiiiiiiiiriuriiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiirimiiiiiiiiiiijiiirriijiiiiiiiiiiiii: 


35 


Chicago,  Illinois 


.4tiiiiiilllllllliitiiiiiiiujitiiiiiiimiiiiiiriiiiiiiriilitiiiiiiiitiiiiiiiMiir(iiiiiiiriiiiiiittiiiriiiiiiiiiiiriiit ii iiiittiiriiiDiiriiiiiiiinitiin 

jLilliillllllllluiltlllluillllflillliiilriiiriiiii liiiiiiimiiiiiiiriilriiiiiiuriiiiiilllllllllillijiijiiiijiriiii Jiiiiilllillijllijlllillilriiiiillinu 

I  INDUSTRIAL    GASES  I 


ACETYLENE 
OXYGEN 


HYDROGEN 
NITROGEN 


E    Quick   shipment   and  low  prices  also  on   cylinders,   valves,   torches,      i 
i    regulators  and  supplies.  i 

I    International    Oxygen    Co.,    Main    Offices:    Newark,    N.    J.      | 

i    Branches :                           New  York                           I*Itt»burgh                           Toledo      i 
riiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiim niiiiiiiimiiijiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiii i iiiiiiiiiiiiiiiiiiui iiiiiriijiiir 


TiiiniiiiiiiililitiiiriiiltiiiiiiiitiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiriiiiiiiilliiiiiiriiiriiiiiiiiiiiiiiitiiiiiiiiiiitiiiMiiiiiitiiiniiiiriiniiiuiB 
sniniiiiuniiiniiiMiiuiHiiiiiiiinniiiiiiiiiiiiMiiiiniiiiiiiiiiiiiiiiiiiiitiiiniiiiiiuiiMiiiiiiiiiiiiiiiitiiiiiiiiiiitiiimiiiiiiiiiiiiiiiimiiiiiiiS: 

Car  Heating  and  Ventilating        | 

— are  no  longer  operating  problemi.  We  ean  ihow  you  = 
bow  to  take  care  of  both  with  one  equipment.  Tb«  Peter  = 
Bmltb  Forced  Ventilation  Hot  Air  Heater  will  ut».  In  E 
addition,  40%  to  60%  of  tbe  coat  of  any  other  ear  beat.  = 
Ing   and   rentllatlng   lyitem.      Write   for  dotalla.  i 

I 

The  Peter  Smith  Heater  Company       | 
6209  Hamilton  Ave.,  Detroit,  Mich.  | 

viiiiitiiiiriiiiiiiniiiiiiiiiiiiiitiiriiiiuiiiiiiiiiiiiruniiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiinriiiiiiiiriiiiiiiiiiiiiiiiiiiuiiitiiiiiiiiiiiiiiiiS 


^IIIIIIIIIIIIIN^ 


|iiiiiiiniuiiiiiiiijrijii>iiiiiiij>iiininiiiiiiiiiiiiiiiuiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinmiiiiiiiiiiiiiiiniiiiimiiiuiiiiiiiiiiiriiiiiimiiiiiii'.s     iiiiuiniimiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiimiiimiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiinij 


Boyerized  Parts: 


Brake  Pins 
Brake  Hansen 
Kmke  Levers 
Pedestal  Olbf 
Brake  Fulcnima 
Turnbuckles 
Center  Bearing! 
Side  BearlDgi 


Spring  Post  Bushlngi  : 
Spring  Posts  j 

Bolster      and      Transom  : 
Chafing  Platoi  \ 

Manganese  Brake  Headi  : 
Manganese  Truck  Farts  : 
Bushings  : 

Bronze  Bearings 


McArthur   Turnbuckles 

Can    be    purchased    throush    the  foUowlnt  J 
representativeg : 

Economy  Electric  Devices  Co.  ; 

72  W.  Van  Buren  St..  Chicago,   ni.  | 

P.   P.   Bodler.  : 

903  Mon&dnock  Bldg.,  San  Francisco,  Cal.  • 

W.   P.   McKenney,  = 

54   First  Street,  Portland,   Oregon.  : 

J.    H.    Denton,  : 

1328    Broadway,   New   York   City.   N.  Y.                 : 

A.   W.  Arlln,  = 

S19    Delta  Bldg.,   Los  Angeles,   Cal.  | 

Bemis    Car   Truck    Company  | 

Springfield,  Mass.  [ 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 

on  your  equipment 

The  Universal  Lubricating  Co. 

ClsTeUnd.  Ohio 

Chieaco    BepreMntatiTM:    J*in«aon-RMa   Compuv, 

Strmu  Bldv. 


'•""""""•"I miiiiiiimiiiiliuiiiiiiiliillliliiiiiiiiiiiiiiiuiim iiiiiiiiiiiiiii iiiiiiuiiiiuiiiiiiiiiiiiiiiiiiiiiiuiuimiiiiiiiiiS     ?,u iiiiiiiiiiiminiiiiiiiiinminiiiraiiiiiiiiHiiiiimiii iii i i mminiimiiiiiiiiimiimiiniimiimiiiiimiimiiniiiiig 


28 


ELECTRIC  RAILWAY  JOURNAL 


December  24, 1927 


niilHiiiiiliimiiitlMMiuillllllllllittillllllumiiitiiiiiiiniiiiiiiiiiiiiiiitiMiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiinnuiiiniiiiiiiiiiiii^       aiiiiMiiiiiiMiiiMtiMiiiiMiMiiinMiiiiiiiiiiiiiiiiiiiiMitiiiiiiitiiiiiiitiiiHiiHiiiMiiiMimiitiimimiiiHinmniiiMMM ••him 


COLUMBIA 


Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 
265  Chestnut  St.,  corner  Atlantic  Ave., 
Brooklyn,  New  York 


STANDARD 


4  1 


Armature  Shafts 
Rolled  Sfeel  Wheels 

STANDARD  STEELWORKS  COMPANY 

PHILADELPHIA,  PA. 

BRANCH    OFFICES 

CHICAGO    NEWYORK    PORTLAND   SAN  FRANCISCO   STLOUIS 

PITTSBURGH   HOUSTON    RICHMOND  ST.PAUL  MEXICO  CITY 

works:    BURNHAM.  PA. 


^HiiHiiiiJiuiiiiiiiiiiinmiiMiininiiiiHiiniiuiiHiinMiiiiin'iniininiiMiiiiiiiiHinMniiiiiiiiiiiMinnniiiiniiiHiiiiiMiiiiiiiMiiiiiiiinin 

SHimiiiiiiiiiiimiiHiiiiiiiiiMHiiiiiinMiiMiMiNiiMiiiiiiiiijiiiuiiiiiiiiiiininMiiMiiriiiiiiiMiiiiiiiiiiiiiinuiiiiiMiiiniiiiHi^ 


IIIIIMIIIMIIHHHMII 


iiiiiiiiinMniMniiniiniinMiiiiiiMiiniiiiiiiHiiinMiiiiiniiiiiniiiiiiiiMnMiiniMiiiiiniiiiiiiniiniiiiiiiiiiuiiiiiiitiiiiiiimiiiiimiiimiii*' 


i     W 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxes  and  overhead  registers 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  arc  increased  li  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.    Over  4000  already  in  use. 

When  more  than  two  coins  are  used  as  fare,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.    Over  50,000  in  use. 

Johnson  Change-Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  is  [xjssible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Each  barrel  can  be  adjusted 
to  eject  from  one  to  five  coins  or  one  to  six  tickets. 


Johnson  Fare  Box  Co. 

I  4619  Ravmnswood  Av.,  Chicago,  /U.  1 

^liiimiiimiiiiiiimiiiMiimiiiiiiimimimMiiiiiitiiuiiiiHiiiiiimiimiinHiitiiimiiHiiiiiiiniimiHiiitMiiiiiiiHiuiuiiiHiiiHfiiiiMiii^ 


Tougher 
Ties  -  -  - 

The  added  elasticity  and  everlasting 
toughness  of  Prettyman  Creosote 
Preserved  ties  warrant  their  use  to 
the  exclusion  of  all  others. 
They  are  available  in  any  quantities, 
anywhere,  any  time. 

CREOSOTED 

Sub-flcoring;     Construction     Timbers.     Lumber; 
Piling:    Poles;    Posts   and   other   Forest   Products 

SALES  OFFICES 
BOSTON— Chamber  of  Commerce  Bldg. 
NEW  YORK— 350  Madison  Ave. 
BALTIMORE— Fidelity  Bldg. 

JfPrplfLftnanSiSons 

Vood  Preyervind  Plant 
Charleston,    S  C 


=^mnllllilUUllmwnmtll^M^lllllllllllll■lllllMllll^llllllllMllrlll1ll^l■lMllmlmlll^ll1llllUlllill^tllmlllllllltllml^llUlll^lHllal 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


29 


Searchlight  Section 

USED  EQUIPMENT  CSJ,  NEW— BUSINESS  OPPORTUNITIES 

UNDlSPliAITED — RATE  PBtt  WORD :  INFORMATION :  DISI'LiAYKIl— llATK  VER  INCH : 

/•otUim,    Wanted.    4    cents    .word,    minimum  acj-    Xmnlmi    In    care    or    any    ot    our    olllcw            J   !"     j   {"iiH '1f|S    '"   \"f.] 

T5   cents  an  insertion,  psy.ble  in  sd.ance.  count   10  words  additional  In  undlsplayed  ada,  «   "J  jj   Sx',  :['/:'.::'"    Ill    all  inch 

P„filwnt    Vacant   and   all    othw   dasslncatlons,  Uucoimt  of   10?}.    «   one  payment  is   made  In  Bates  tor  lamer 'siwcw!  olyoarlyreles.onreiiuMt. 

»  cents  a  word,  minimum  charge  »2,»»,  advance    for    four    consecutive    Insertlnns    ol  .Ir.  adveriiting   ttK'*   Is   measured  vertically    on 

Propomla,  40  cents  a  line  an  insertion.  undi8pla>'ed  ads   (not  Including  proposals).  ono  column,  3  columns — 30  Inches — to  a  page. 


Make  your  used  equip- 
ment help  cut  the  cost 
of  replacements! 

^  Used  Railway  Equipment — cars,  rails, 
poles,  appliances,  road  building  equip- 
ment, etc. — that  you  consider  of  no 
further  value  in  your  service,  may  just 
fit  the  need  and  purpose  of  some  other 
organization  in  the  field  of  electric  rail- 
way operation. 

^  There's  always  a  market  for  used  rail- 
way equipment  .somewhere.  Don't  make 
the  mistake  of  junking  equipment  that 
you  consider  of  no  value,  when  there's 
a  possibility  of  turning  it  into  cash  to  be 
applied  against  the  cost  of  replacements 
— that's  not  good  business.  Send  us  a 
list  of  the  equipment  you  wish  to  dis- 
pose of  to  be  advertised  here.  Over 
6,000  executives  and  officials  in  the 
electric  railway  field  watch  the  Search- 
light Section  for  opportunities  to  pur- 
chase used  equipment. 

Advertise  it  in  the — 

SEARCHLIGHT    SECTION 


We  buy  entire 
Railways  and 
Power  Plants 


POSITIONS  WANTED 


EXECUTIVE  —  Fifteen  years"  experience 
managing  light,  power  and  transportation 
properties.  Open  for  other  connections ; 
personal  reasons  for  desiring  change. 
PW-69,  Electric  Railway  Journal,  Guard- 
ian Bldg.,  Cleveland,  Ohio. 


GENERAL  superintendent  or  manager  ;  fif- 
teen years'  successful  experience.  PW-55, 
Electric  Railway  Journal,  Tenth  Ave.  at 
36th  St.,   New  York. 


SUPERINTENDENT,  fifteen  years'  experl- 
.  ence  in  city,  interurban  and  bus  trans- 
portation in  foreign  countries  and  United 
States:  can  speak  Spanish.'  PW-68,  Elec- 
tric Railway  Journal,  Tenth  Avenue  at 
36th  St.,  New  York. 

SUPERINTENDENT  equipment,  M.  M. 
efficiency ;  work  unit  cost  production 
appointment  wanted  ;  highest  personal 
references :  25  years'  experience  steam 
electric,  stores ;  wide  bus  experience  in 
London  and  U.  S.  A.  and  public  relations  ; 
willing  to  go  anywhere.  PW-70,  Electric 
Railway  Journal,  Tenth  Ave.  at  36th  St., 
New  York. 


SUPERINTENDENT  of  transportation, 
ten  years'  experience  in  high  speed  in- 
terurban and  city  operation,  desires  po- 
sition in  the  South.  Best  of  references. , 
PW-72,  Electric  Railway  Journal,  Tenth 
Ave.   at    36th   St,,    New   York. 


YOUNG  man,  31,  excellent  health  and 
personal  habits,  open  for  position  of 
executive  nature  or  capacity  affording 
opportunity  of  advancement.  9  years' 
experience  street  railway  service  with 
progressive  property  operating  modern 
trolley  cars  and  buses.  Equipped  to  act 
in  secretarial  capacity.  Will  go  any- 
where and  services  available  immedi- 
ately, if  necessary.  PW-71,  Electric 
Railway  Journal,  Tenth  Ave.  at  36th  St., 
New  York. 


I  FOR  SALE  i 

I  15  BIRNEY  SAFETY  CARS  I 

:  Brill  Built  I 

I  West,   608  or  G.  E.  264  Motors  I 

I  Cars  Complete — Low  Price — Pine  Condition  | 

I  ELECTRIC  EQUIPMENT  CO.  | 

i  Commonwealtb    Bldg..    Philadelphia.    Pa.  I 


TO  HELP  YOU 

Locate  Selling  Opportunities 
"Searchlight"  Advertising 


COMPANY,  Inc. 

225  Broadway         New  York  City 


We  sell 

Street  Railway 

and  Power 

equipment 


III 


iiiitiiiiiiiiiiiKiiiiiimitiiiMiir 


IIIMinilltlllllllMIIMIIIIIMII 


30 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.26 


AdTertblnc  Street  Oar 

Collier.  Inc..  Barron  Q. 
4lr    Brake* 

General  Electric  Co. 
WeBtinebouse  Air  Brake  Co. 

ichors,  Oay 

Elec    Service  Supnliee  Co. 

General  Electric  Co. 

Ohio    BraSb  Co. 

Westingbouae  E.  &  M    Co. 
AtroBOMte  3hop  iy>olf 

Columbia   MoOhine    Work* 

Blec.    Service    SuDOlie*    Co. 
Antomatie   Betnm   Switen 
Standi 

Bamapo  Aiaz  Corp. 
Antomatie  Safety  Switch 
Stands 

Bamapo  AJax  Corp. 

Axle* 

BemU  Car  Truck  Co. 

Bethlehem   Steel   Co. 

Brill  Co..  The  J.  Q. 

Carnerle  Steel  Co. 

Cincinnati   Car  Co. 

Illinois  Steel  Co. 

St.  Louis  Car  Co. 

Standard  Steel  Work* 

Westin^house  E.  &  H.   Co 
Babbitting  Devlee* 

Columbia     Machine    Works 
*  H.  I.  Co. 
Badites  and  Buttona 

Blec     Service    Supplies    Co. 

International    Besiater    Co. 
Bar^s,  Steel 

American  Bridge  Co. 
Batterlei,    Dry 

Nlcbols-Llntern  Co. 
BeMino  and  Bearlnic  Metala 

Bemis   Car   Truck   Co. 

Brill   Co.,    The  J.  G. 

Cincinnati  Oar  Co. 

Columbia  Machine  Work*  ft 
H.  I.  Co. 

St.  Louis  Car  Co. 

WeatinghoUBe  B.  &  M.  Co. 
Beartnn.    Center  and  Bolter 
Side 

Onctnnatl  Car  Co. 

Columbia   Machine    Works 

atuckl  Co..  A. 
Bearinm.  Boiler 

Timken  Boiler  Bearlnc  Co. 
Bells  and  Buzxers 

Consolidated   Car  Heatlnc 
Co. 
Bells  Euid  Oones 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 

Columbia  Machine  Works  & 
M.  I.  Co. 

Elec.  Service  Supplies  Co. 

St.  Louts  Car  Co. 
Benders,    Ball 

Bailway    Trackwork    Co. 
Body  Material,   HaskeUte 
Plymetl 

Haskelite  Hig.  Corp. 

Bodies.    Bus 

Brill  Co..  The  J.  G 

Cummings  Car  &  Coach  Co. 

St.  liOUis  Car  Co. 
Bollen 

Babcock  A  Wilcox  Co. 
Bolts  A  Nnts,  Track 

Illinois  Steel  Co. 

Bond    Testers 
American  Steel  &  Wire  Co. 
Electric  Service  Supplies  Co. 

BoDdlne     Apparatas 
American  Steel  ft  Wire  Co. 

Electric    Railway    Improve- 
ment Co. 

Elec.    Service    SuppHea   Ca 
Ohio  Brass  Co. 
Ballway    Trackwork   Co. 
Cna  Welding  ft  Bonding  Ca 

Bonds,    Ball 
American  Steel  ft  Wire  Co. 

Electric    Railway    Improve- 
ment Co. 

Elec.  Service   S'uppUes  Co. 

General  Electric  Co. 

Ohio  Brass  Co. 

Ballway    Trackwork    Co. 

Dna  Weldlnff  ft  Bonding  Co. 

Westingbouse  E    ft  M.  Co. 
Bracket*     and     Cress     Ann* 
(See     also     Pole*,     Tie*, 
Post*,  etc.) 

American  Bridge  Co. 

Bates   Expanded   Steel 
True*  Co. 

Columbia   Machine    Works 

Elec.    Ry.    Equipment    Co. 

Blec.  Service  Suopties  Co. 

General  Electric  Co. 

Hubbard  ft  Co. 

Ohio   Brass  Co. 
Brake  Adjoster* 

Brill   Co..   The   J.  a 

Cincinnati  Car  Co. 

National  By.  AppUane*  Co. 

Weitlnghouse  n.  Br.   C*. 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric  Railway  Industry 
with  Names  of  Manufacturers  and   Distributors  Advertising  in  this   Issue 


Brake  Shoes 

bemis   Car   Truck   Co. 

Brill  Co..  The  J.  G. 

St.  Louis  Car  Co. 

Taylor  Electric  Truck  Co. 
Brake  Testers 

National  By.  Appliance  Co. 
Brakes,    Brake   Systems    and 
Brake   Parts 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Columbia    Machine     Works 
ft  M.  I.  Co. 

General   Electric  Co. 

National   Brake   Co. 

St.  Louis  Car  Co. 

Westinghouse   Tr.    Br.  Co. 
Brakes,  Magnetic  BaU 

Cincinnati  Car  Co. 
Bridges.  Steel 

American  Bridge  Co. 

Bmshes.    Carbon 

General   Electric  Co. 

Morgranite  Brush  Co..  Inc. 

Westinghouse  E.  ft  H.  Co. 
Brushes,   Graphite 

Morsanite  Brush  Co.,  Inc. 
Bmshfaolder* 

Columbia  Machine  Work* 

General  Electric  Co. 
Bnlkheads 

Haakelite  Mfg.  Corp. 
Buildings.  Steel 

American  Bridge  Co. 
Bunkers.  Coal 

American  Bridge  Co. 
Base* 

Cummings  Car  ft  Coach  Co. 

General  Electric  Co. 
Bus  Lighting 

National  Ry.  Appliance  Co. 
Bushings.    Case    Hardened 
and    Manganese 

Bemis  Car  Truck  Co. 

Brill    Co.,   The  J.   G. 

Cincinnati  Car  Co. 

Columbia     Machine    Work* 

St.  Louis  Car  Co. 
Cables     (See    Wire*    and 

Cables) 
(Tambrie   Tapes.   Tellow   and 
Black    Varnish 

General  Electric  Co. 

Irvington    Vamlsh    ft    Ins. 

Co. 
Mica  Insulator  Co. 

Carbon  Bmshes    (See 

Bmshes,    Carbon) 
Car   Lighting  Fixtures 

Elec.  Service  Supplies  Co. 
Car  Panel   Safety  Switches 

Consolidated    Car    Heating 
Co. 

Westinghouse  B.  ft  IT.  Co. 
Car  Steps,  Safety 

Cincinnati  Car  Co. 
Car  Wheels,  Rolled  Steel 

Bethlehem  Steel  Co. 
Cars.  Dump 

Brill    Co..   The  J.   G. 

Diaerentlal   Steel    Car   Co. 

St.  Louis  Car  Co. 

Cars,   Ga»-Eleetrlc 

Brill  Co..   The  J.  G. 

General  Electric  Co. 

Westinghouse  E.  ft  H.  (3o. 
Cars,  Gas,  BaU 

Brill  Co..  The  J.  G. 

St.  Louis  Car  (^. 
Cars,    Passenger,    Freight, 
Express,  etc. 

American  Car  Co. 

Brill   Co..   The  J.   G. 

Cincinnati    Car   Co. 

Cummings  Car  ft  Coach  Co. 

Eublman  Car  Co..  O.  C. 

St.  Louis  Car  Go. 

Wason   Mfg.  Co. 
Car*.  Second  Hand 

Electric   Equipment  (3o. 
Cars,    Self-Propelled 

Brill   Co..   The  J.  G. 
Castings,   Bras*   Composition 
or  Copper 

Cincinnati  Car  Ck>. 

Columbia  Machine  Work*  ft 

M.  I.  Co. 
Casting*.    Gray    Iran    sad 
Steel 

American  Bridge  Co. 

American  Steel  Foundries 

Bemis  Car  Trtick  Co. 

Columbia  Machine  Work*  ft 
H.  I.  Co. 

St.  Louis  Car  Co. 

Standard  Steel  Work*  I 


Castings,   Malleable   ft   Brass 

Bemis    Car    Truck    Co. 
Columbia  Machine  Work*  ft 

M.  I.  Co. 
St.  Louis  Car  Co. 

Catchers  and   Betriever*. 
Trolley 

Elec.    Service    Supplies    Co. 

Ohio  Brass   Co. 

Wood  Co..  Chas    N. 
Catenary    Constmctlon 

Archbold-Brady    Co. 
Ceiling    Car 

Haskelite  Mfg.   Corp. 
Ceilings  Plywood  Panels 

Haskelite  Mfg.   Corp. 
Chairs,  Parlor  Car 

Heywood  Wakefield  Co. 
Change  Carriers 

Cleveland    Fare    Box    Co. 

Electric  Service  Supplies  Co 
Change  Trays 

Cincinnati  Car  Co. 

Clrcnlt-Breakers 

(General   Electric  Co. 
Westinghouse  E.  ft  M.  Co. 
Clamps    and    Connector*    for 
Wires    and    Cables 
Columbia  Machine  Work* 
Electric    Railway    Improve- 
ment Co. 

Elec.    Ry.    Equipment    Co. 
Elec.    Service    Supplies   Co. 
Hubbard  ft  Co. 
Ohio  Brass  Co. 
Westinghouse  B.  ft  M.  Co 
Cleaners  and  Scraper*  Tr»efc 
(See      also      Snow-Plows, 
Sweepers  and  Broom*) 
Brill  Co..  The  J.  G. 
(Hncinnatl    Car    Co. 
St.  Louis  Car  Co. 
Long  Mfg.   Co. 

Ooll  Banding  and  Winding 

Alachlnes 
Columbia  Machine  Work*  ft 

M.  I.  Co. 
Elec     Service    Supplie*    Co 
Westinghouse  E.   ft  M.  Co, 
Coils,  Armature  and  Field 
Columbia  Machine  Work*  ft 

M.  I.  Co. 
General   Electric  Co. 
Westinghouse  E.  ft  M.  Co. 

Colls.   Choke  and   Kicking 

Elec.  Service  Supplies  Co. 

General   Electric   (jo. 

Westinghouse  E    ft  M.  Co. 
Coin   Changer* 

Illinois  Motive  Equip.  Co. 

Johnson  Fare  Box  Co. 
Coin    Counting    Machine* 

Cleveland    Fare    Box    Co. 

International  Register   Co. 

Johnson  Fare  Box  Co. 

Ooln     Sorting     Machine* 
Cleveland    Fare    Box    (3o. 
Johnson  Fare  Box  Co. 

Coin  Wrapper* 
Cleveland    Fare   Box    (^. 

Commutator   Slotter* 

Columbia   Machine    Work* 
Elec.    Service    Supplies    Co. 
Westinghouse  E.   ft  M.  (}o. 
Wood  Co..  Chas.  N. 

Commutators  or  Farts 
Columbia  Machine  Work*  ft 

M.  I.  Co. 
(Seneral  Electric  Co. 
Westinghouse  E.  ft  H.  Go. 

Compressors.   Air 
General  Electric  Co. 
Westinghouse  Tr.  Br.  Co. 

Condenser* 

General  Electric  Co. 
Westinghouse  E.  ft  H.  Cto. 

Condensor  Papers 
Irvington    Varnish   ft   Ins. 
Co. 

Connector*.    Solderless 
Westinghouse  E.  ft  M.  Co. 

Connectors,  Trailer  (Tar 

Columbia   Machine    Work* 
Consolidated  Car   Heating 

Co. 
Blec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Controllers    or    Part* 
Columbia  Machine  Works  ft 

M.  I.  Co. 
(^neral   Electric  Co. 
Westinghouse  B.  ft  IC.  (To. 


Controller     Regulators 

Elec.   Service  Supplies  Co. 
Controlling    Systems 

General    Electric   (Jo. 

Westinghouse  E.  ft  M.  (3o. 
Conrerters.    Botary 

General    Electric   (Jo. 

Westinghouse  E.  ft  M.  Co. 
Conveying    and    Hoisting 
Machinery 
American  Bridge  Co. 
Copper   Wire 

American   Brass  Co 

American  Steel  ft  Wire  (^. 

Anaconda  Copper  Mining 
Co 

Copper  Wire  Instrument*. 
Measuring.  Testing  and 
Kecording 

American    Brass   Co. 

Anaconda  Copper  Milling  Co. 
Cord,    BeU,   Trolley.   Beglsier 

American  Steel  ft  Wire  Co. 

Brill  Co..  The  J.  G. 

Elec.   Service  Supplies  Co. 

International  Register  Co. 

Roebllng's  Sons  Co.,  John  A. 

St.  Louis  Car  Co. 

Samson  Cordage  Works 
Cord   Connector*  and 
Couplers 

Elec.  Service  Supplies  Co. 

SansBon  Cordage  Work* 

Wood  Co..  Chas.  N. 
Conplers.  Car 

American  Steel  Foundries 

Brill  Co..  The  J.  G. 

C^dnnatl    Car   Co 

St.  Louis  Car  Co. 

Ohio  Brass  Co. 

Westinghouse  Traction 
Brake  Co. 

Cowl    Ventilator* 

Nlchols-Lintem  Co. 
Oane*.  Hoist*  ft  Lift* 

Electric  Service  Supplie*  Co. 
Cross  Arm*    (See  Bracket*) 
Croesing  Fonndatlon* 

International  Steel  Tl*  Co. 
Oossings 

Ramapo  Ajax  Corp. 

Wm.  Wharton.  Jr.  ft  Co. 

Crossings.  Frog*  ft  Switeh** 
Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  ft  (>>. 

Crossings,  Manganese 

Bethlehem  Steel  Co. 

Ramapo  Ajax  Corp. 

Wm.  Wharton.  Jr.  ft  Co. 
Oosslngs.  Track   (Bee  tisek 

Special   Work) 
CrosslnCB,  Trolley 

General  Electric  Co. 

Ohio  Brass  Co. 

Westinghouse   B.  ft  H.  Co. 
Curtains  ft  Chirtaln  Fixtures 

Brill  Co..  The  J.  G. 

St.  Louie  Car  Co. 

(Tutting  Apparatus 

Electric  Railway  Improve- 
ment 

General  Electric  Co. 

Ohio  Brass  Co. 

Railway  Trackwork  Co. 

Una  Welding  ft  Bonding  Co. 

Westinghouse  Electrical  ft 
Mfg.  Co. 

Dealer's  Machinery  ft  Second 
Hand    Equipment 
Electric  Equipment  Co. 
Salzberg,  Inc..  H.  E. 
Deralllnft    Devices    (Sc«   also 

Track   Work) 
Dersillng  Switches 
Bamapo  Ajax  Corp. 

Destination  Signs 
Columbia  Machine  Work*  ft 

M.  I.  Co. 
Elec.  Service  Supplies  (^. 

Deteetlve  Service 

Wish-Service.  P.  Edwaid 

Door  Operating  Device* 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
(Consolidated  Car  Heating  Co. 
National  Pneumatic  Co. 

Doors  ft  Door  Flxtnre* 

Brill   Co..  The  J.  Q. 
Cincinnati  Car  Co. 
Hale-Kilbum  Co. 
St.  Louis  C»-  Co. 

Dear*.  Folding  VestlbBb 
National  Pneumatic  Ck>. 


Drills,    Track 

American  Steel  ft  Wire  Co. 

Electric  Service  Supplies  Co. 

Ohio  Brass  Co. 
Dryers,  Sand 

Electric  Service  Supplies  Co. 

Ohio  Brass  Co. 

Westinghouse  E.  ft  M.  (}o. 
Bars 

Columbia    Machine    Works 
ft  M.  I.  Co. 

Electric  Service  Supplies  Co. 

General  Electric  Co. 

Ohio  Brass  Co. 

Westinghouse  E.  ft  M.  Co. 
Electric  Grinders 

Itailway  TrackwoTk  Co. 
Electric  Rivet  Heaters 

American  Car  ft  Fdry.  Co. 
Electric  TranNmission  Towers 

American  Bridge  Co. 

Electrical   Wires  and  Cable* 

Amer.  Electrical  Works. 

American  Steel  ft  Wire  (3a. 

John  A.  Roebling's  Sons  Co. 
Electrodes,  Carbon 

Railway  Trackwork  Co. 

Una  Welding  ft  Bonding  Co. 
Electrodes,  Steel 

Railway  Trackwork  Co. 

Una  Welding  ft  Bonding  Co. 

Enamel 

Du    Pont   de   Nemours   ft 
Co..  E.  I. 
Engtneers,    Consnltlng.    (3oD- 
tractlng   and   Operating 

Beeler.  John  A. 

Byllesby  Co.,  H.  M. 

Day    ft    Zimmermann.    Inc. 

Faile  ft  Co..  E.  H. 

Ford.  Bacon  ft  DaTla 

Hemphill  ft  Wells 

Hoist.  Engelhardt  W. 

Jackson.    Walter 

Eelker  ft  DeLeuw 

McCIellan  ft  JunkersfeU 

Rlchey.  Albert  S. 

Sanderson  ft  Porter 

Stevens  ft   Wood 

Stone  ft  Webster  Co. 

White  Eng,  Corp..  The  J.  •. 

nxlnea,   Oas,   Oil  or   Steam 

Weetlnghoose  E.  ft  H.  Co. 
Exterior  Side  Panels 

Haskelite  Mfg.   Corp. 
Fare  Boxes 

Cleveland  Fare  Box  Oi. 

Illinois  Motive  Equip.  Co. 

Johnson  Fare  Box  Co. 

Percy  Mfg.  Co. 

Fare  Beglsters 
Electric  Service  Supplies  (X>. 
Johnson  Fare  Box  Co. 

Fences,  Woven  Wire  ft  Fene* 
Posts 

American  Steel  ft  Wire  Co. 
Fenders  and  Wheel  Gnardl 

Brill  Co..   The  J.  G. 

Cincinnati  Car  Co. 

Consolidated  Car  Fender  Oo. 

St.  Liouis  Car  Co. 

Star  Brass  Works 

Wood  Co..  Chas.  N. 
Fibre  and  Fibre  Tnblng 

Westinghouse  E.  ft  M.  Co. 
Field  CoU*  (See  Colls) 
Floodlights 

Electric  Service  Supplies  (3o. 

General  Electric  Co. 
Floor.  Sub 

Haskelite  Mfg.   Corp. 
Floors 

Haskelite  Mfg.   Corp. 
Forcings 

Brill  Co..  The  J.  G. 

Cincinnati  Car  Co. 

Standard  Steel  Work* 
Frogs  ft  Oosslngs,  Tee  B*J1 

Bethlehem  Steel  (>>. 

Ramapo  Ajax  Corp. 

Wm.  Wharton.  Jr.  ft  Co. 
Frogs,     Track     (See    Track 

Work) 
Frogs.    Trolley 

Electric  Service  Supplie*  Co 

General  Electric  Co. 

Ohio  Brass  Co. 

Westinehouse  E.  ft  M.  Co. 
Furnaces,    Electric,   Steel 

Melting 
American  Bridge  Co. 

Fnses  and  Fuse  Boxes 

Columbia  Machine  Work*  ft 
M.  I.  Co. 

Consolidated  Car  Heating  Co. 

General  Electric  Co. 

Westinghouse  B.  ft  M.  Co. 
Gas  Electric  Drive  for  Bnse* 

General  Electric  Co. 
Gasket* 

Westinghouse  Tr.  Br.  Co. 
(Continued  on  page  33) 


December  24,  1927 


ELECTRIC  RAILWAY  JOURNAL 


31 


American  Bridge  Company 

Empire  Building— 71  Broadway         New  York,  N.  Y. 

}s/ianufactureYs  of  Steel  Structures  of  all  classes 
particularly  BRIDGES  AND  BUILDINGS 

ALSO   STEEL  BARGES  FOR  HARBORS  AND   RIVERS,  STEEL  TOWERS 
FOR  ELECTRIC  TRANSMISSION,  HEROULT  ELECTRIC  FURNACES,  ETC. 


NEW  YORK.  N.Y. 
Philadelphia,  Pa. 
Boston.  Matis. 
Baltimore.  Md. 


SALES    OFFICES: 

CHICAGO,  ILL.  Pacific  Coast  Representative: 

c  1       '     \s  T-,   I    .u    \jf  U.S.  Steel  Products  Co.. 

St.  Louis.  Mo.  P."'"^*^'  ^i^\,-  Pacific  Coasr  Dept. 

Denver.  Colo.  Mmneapol.s,  Mmn.  gan  Francisco.  Cal.  Portland.  Ore. 

Salt  Lake  City,  Utah  j^^  Angeles,  Cal.  Seattle.  Wash. 

Export  Repre.sentative :     United  States  Steel  Products  Co.,  30  Church  Street,  New  York. 


PITTSBURGH,  PA. 

Cincinnati.  Ohio 
Cleveland,  Ohio 
Detroit,  Mich. 


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SPECIAL  TRACKWORK 

of  the  famous 

TISCO  MANGANESE  STEEL 


WM.  WHARTON  JR.  &  CO.,  INC      | 

EASTON,  PA.  I 

Sales  Offices:  i 

Boston      Cbicaro     EI  Paso     Montreikl     New  York     Philadelphia        | 

Pittsburrh       San  Francisco       Scranton  i 

SiiiiiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiJiiiJiiiiiiMiiiiiiiiiiiiiiiMiiiiiiiijiiriiiMiiiiiiiiiiiiiJiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiic 
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B.  A.  HEQEMAN,  Jr..  Pieildent        H.  A.  HBQEMAN,  nnt  VlM-Pni.  ind  Tresi. 
F.  T.  8ABQENT,  Becretir;  W.  C.  PETERS,  Tlce-PreB.  Salts  tnd  EnginMrlnt 

National  Railway  Appliance  Co. 

Graybar    Bullffins,    420    L«xinctoa   At«..    New    Tu'k 

BRANCH   OFFICES 

Munsey  Bide.,  Washington,  D.  C.  100  Boylston  St.,  Boston,  Mass. 

Hegreman-Castle  Corporation,  Railway  Bzchanfire  Building:,  Cbicago,  HI. 


RAILWAY  SUPPLIES 


Tool   Steel    Grcars   and  Pinions 
Anfflo-American     Varnish     Co., 

Varnishes.  Enamels,  etc. 
National  Hand  Holds 
Genesco  Paint  Oils 
Dunham    Hopper    Door   Derice 
Qarland   Ventilators 
Walter  Tractor  Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.  Pitt  SiH-lnff  &  Mfff.  Co.. 

Springs 


Flaxlinum  Insulation 

Economy  Electric  Devices  Co. 

Power  Saviner  and  Inspection 

Meters 

National  Safety  Devices  Com- 
pany's Whistle  Blowers. 
Gonr  Rinffers  and  Brake 
Hanrers 

Qodward  Gas  Generators 

Cowdry  Automotive  Brake 
TestinGT  Machine 


THE  WORLD'S  STANDARD 


''IRVINGTON 


^^ 


Black 
Varnished   Silk, 


and 
Varnished    Cambric, 


Yellow 
Varnished   Paper 


I    Irv-O-Slot   Insulation  Flexible  Varnished  Tubing    = 

I  Insulating  Varnishes  and  Compounds  I 

I         Irvington  Varnish  8C  Insulator  Co.         | 

I  Irvington,  N.  J.  | 

I  Sales  Representatives:  | 

I  i     Mitchell-Rand  tits.  Co..  K.  T.  Prehler  Brothers  Inc..  Chicago  = 

I         E.  M.  Wolcott.  Rochester  White  Supply  Co.,  St.  Louis  = 

i         1.  W.  Levine.  Montreal  Clapp  &  LaMoree.  Loe  Anrelee  = 

=         A.  L.  Gillies.  Toronto  Martin  Woodard.  Seattle  i 

S  Consumers'  Rubber  Co..  Cleveland  i 

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Kalamazoo  Trolley  Wheels 

The  value  of  Kalamazoo  Trolley 
Wheels  and  Harps  has  been 
demonstrated  by  large  and  small 
electric  railway  systems  for  a 
period  of  thirty  years.  Being 
exclusive  manufacturers,  with 
no  other  lines  to  maintain,  it  is 
through  the  high  quality  of  our 
product  that  we  merit  the  large 
patronage  we  now  enjoy.  With 
the  assurance  that  you  pay  no 
premium  for  quality  we  will 
appreciate  your  inquiries. 

THE  STAR  BRASS  WORKS 

KALAMAZOO,  MICH.,  U.  S.  A. 

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f   Lorain  Special  Trackwork 
I  Girder  Rails 

I  Electrically  Welded  Joints 

—  ' ' 

I  THE  LORAIN  STEEL  COMPANY 

i  Johnstown,  Pa. 

I  SttltM  OKctt: 

I  Atlanta  Chicago  Cleveland  New  York 

I  Philadelphia  Pittsburch  Dallas 

1  Pacific  Coast  Representative: 

I  United  States  Steel  Products  Companr 

I  Los  Angeles  Portland  San  Francisco  Seattls 

I  Export  Representative: 

I  United  States  Steel  Products  Company,  Nev  York,  N.  Y, 

^iuiliiiiiiimiiililiiiiiiiiiiiuniiiiiiiiiiiiiiuiiiiMuutiiuuiiuiiuiuiiiiiiiiiiiiitiiiriiniiifiiniiuiiiiiniiiiiiiiiiiiiiiiuiiiiimiimiimiiiii 

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I  Bethlehem  Products  for   I 
I         Electric  Railways         | 

I  Tee   and   Girder    Rails;    Machine   Pitted   Jointi;  § 

I  Splice   Bars;    Hard   Center  Frogs;    Hard   Center  I 

i  Mates;  Rolled  Alloy  Steel  Crossings;  Abbott  and  I. 

I  Center  Rib  Base  Plates;  Rolled  Steel  Wheels  and  I 

I  Forged  Axles;  Tie  Rods;  Bolts;  Tie   Plates  and  | 

=  Pole  Line  Material. 

I  Catalog  Sent  on  Request 

I      BETHLEHEM    STEEL   COMPANY,    Bethlehem,    Pa.       I 

I  BETHLEHEM  I 

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32 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.26 


Om  Prodneen 

Weetinrboun  B.  A  H.  Co. 
Gates,  Car 

Brm  Co..  The  J.  Q. 
Cincinnati  Car  Co. 
8t.  Louis  Car  Co. 

Gear  Blanks 

Brill  Qa..   The  J.  G. 
Standard  Steel  Works 

Gear   Cases 

Chillingworth  Mlg.   Co. 

Columbia  Machine  Woru  * 
H.  I.  Co. 

Electric  Service  Snpnlles  Co 

Westlnebouse  E.  &  M.  Co. 
Gears  and  Pinions 

Bemis  Car  Truck  Co, 

Columbia  Machine  Works  A 
M.  I.  Co. 

Electric  Service  SupoUes  Co 

General  Electric  Co. 

Nat'l  Ry^  Appliance  Co. 

R.  D.  Nuttall  Co. 

Tool    Steel    Gear    &   Pinion 
Co. 
Generators 

General  Electric  Co. 

WestinEbouse  E.  A  M .  Co. 
Girder  Bails 

Bethlehem  Steel  Co. 

Lo''ain  Steel  Co. 
Goncs  <See  Bells  and  Goncs) 
Greases    (See  LabriesnU) 

Grinders,  Portable 
Railway  Trackwork  Co. 

Grinders.  Portable  Bleetrle 
Railway  TracUwork  Co. 

Grinding   Bricks  and   Wbeels 
Railway  Trackwork  Co. 

Onard  Ball  Qaznps 

Ramapo     AJax    Corp. 

Gnard  Rails,  Tee  Ball  A 
Manganese 

Ramapo   Ajax  Corp. 
Wm.  Wharton.  Jr.  A  Co. 

Gnards,   Trolley 
Elec.  Service  Supplies  Co. 
Ohio    Brass    Co. 

Harps,  Trolley 

Columbia  Machine  Works 
Elec.    Service   Supplies   Co. 

R.  D.  Nuttall  Co. 

Star  Brass  Works 

Headlights 
Elec.   Service  Supplies  Co. 
General    Electric    Co. 
Ohio    Brass   Co. 
St.  Louis  Car  Co. 
Headlining 
Columbia  Machine  Works  A 

M.  I.  Co. 
Haskelite  Mfg.   Corp. 
Heaters,  Bus 

NlcholB-Liutern  Co. 
Heaters,   Car    (Electric) 
Consolidated  C^r  Heating  Co. 
Gold    Car    Heat.   &  Ltg.   Co. 
Railway   Utility  Co. 
Smith   Heater  Co..   Peter 
Heaters,  Car,  Hot  Air  and 
Water 
Smith  Heater  Co.,  Peter 
Heaters,  Car  Stove 
Smith    Heater   Co.,   Peter 
Heaters.    Electric    Rivet 

American  Car  &  Fdry.  Co. 
Helmets,  Welding 
Railway   Trackwork  Co. 
Una  Welding  &  Bonding  Co. 
Hoists  A  Ufta 
Columbia  Machine  Worki  A 
M.  I.  Co. 
Hose,    Bridges 
Ohio   Brass  Co. 
Hose,  Pneumatic 
Westinghouse    Traction 
Brake  Co. 
Instruments,     Measuring, 
Testing   and    Recording 
American  Steel  A  Wire  Co. 
(General    Electric    Co. 
National  Ry.  Appliance  Co. 
Westinghouse  E.  &  M.  Co. 
Insniating  Cloth,   Paper  and 
Tape 
General   Electric  Co. 
Irvington  Varnish  A  Ins. 

Co. 
Mica  Insulator  Co. 
Okonite  Co. 

Okonite-Callender  Cable  Co. 
Westinghouse  E.  A  M.  Co. 
Insniating  Silk 
Irvington  Varnish  A  Ins. 
Co. 
Insniating  Tarnishes 
E.  I.  Du  Pont  de  Nemours 

Co. 
Irvington  Varnish  &  Ins. 
Co. 
Insulation   (See  also  Paints) 
Electric  Ry.  Equipment  Co. 
Elec.  Service  Supplies  Co. 
Irvington  Varnish  A  Ins. 
Co. 


Mica  Insulator  Co. 

Okonite   Co. 

Okooite-Callender  Cable  Co. 

Westinghouse  E.  A  M.  Co. 
Insolation  Slots 

Irvington  Varnish  A  Ins. 
Co. 
Insulator  Pins 

Elec.  Service  Supplies  Co. 

Hubbard    i    Co. 

Ohio  Brass  Co. 
InsQlators   (See  also  Line 
Materials) 

Elec.   Ry.  Equipment  Co. 

Elec.   Service  Supplies  Co. 

(^neral  Electric  Co. 

irvington  Varnish  A  Ins. 
Co. 

Ohio    Brass  Co. 

Westinghouse  B.  A  H.  Co. 
Interior   Side   Linings 

Haskelite   Mfg.    Corp. 

lacks   (See  also  Cranes, 

Hoists   and    Lifts) 

Columbia  Machine  Works  A 
M.  I.  Co. 

Elec.   Service  Supplies  Co. 
iotnts.   Ball 

(See  Ball  Joints) 
Journal  Boxes 

Bemis  Car  Truck  C3o. 

Brill   Co.,   The   J.   O. 

Cincinnati  Car  Co. 

St.  Louis  Car  Co. 
Lacquer 

Du    Pont    de    Nemours    & 
Co..  E.  I. 
Lamp  Guards  and  FIxtnres 

Eleo.    Service    Supplies   Co. 

VVestingbouse  E.  &  M.  0>. 
Lamps,    Arc    &    Incandescent 
(See  also  Headlights) 
(Jeneral  Electric  Co. 
Westinghouse  E.  A  M.  Co. 

Lamps,  Signal  and  Marker 

Elec.  Service   Supplies  C?o. 

Nichols-Llntem  Co. 
Lanterns,  Classiflcatloo 

NicholS'Llntern  (}o. 
Letter    Boards 

Cincinnati  Car  Co. 

Haskelite  Mfg.   Corp. 
Lighting  FIxtnres,  Interior 

Electric  Service  Supplies 
Co. 

Lightning  Protection 

Elec.  Service   Supplies  Co. 

General   Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Line  Material   (See  also 
Bruckets,   Insulators, 
Wires,   etc.) 

Archbold-Brady  Co. 

Electric  Ry.  Equipment  Co. 

Elec.   Service  Supplies  Co. 

General   Electric   <Jo. 

Hubbard   &  Co. 

Ohio    Brass   Co. 

Westinghouse  E.  A  M.  Co. 
Locking  Spring  Boxes 

Wm.  Wharton,  Jr.  A  Co. 
Locomotives,     Electric 

Cincinnati   Car   Co. 

Cummings  Car  &  Coach  Co. 

(jcneral    Electric  Co. 

St.  Louis  Car  Co. 

Westinghouse  E.  A  M.  Co. 
Lubricating  Engineers 

Universal    Lubricating   Co. 
Lnbricants,  Oil  and  Grease 

Universal    Lubricating   Co. 
Manganese  Parts 

3emis  Car  Truck  Co. 

Manganese  Steel  Guard  Bails 

Ramapo   Ajax  Corp. 

Wm,  Wharton  Jr.  A  Co. 
Manganese     Steel,     Special 
Track  Work 

Bethlehem    Steel   Co. 

Wm.  Wharton,  Jr.  A  Co. 
Manganese  Steel  Switches, 
Frogs   and   Crossings 

Bethlehem   Steel  Co. 

Ramapo   Ajax  Corp. 

Wm.  Wharton.  Jr.  A  Co. 

Meters    (See   Instruments) 
Mica 

Mica  Insulator  Co. 
Mirrors,  Inside  A  Outside 

CTlncinnatl  Car  Co. 
Motor  Buses    (See  Buses) 
Motors,  Electric 

General    Electric   Co. 

Westinghouse  E.  A  M.  Co. 
Motor,  Generators  A  Controls 
for  Eleetrlo  Buses 

General  Electric  Co. 

Motorman's   Seats 
Brill   Co..   The  J    G. 
Cincinnati  Car  Co. 
Elec.   Service   Supplies  Co. 
Heywood  Wakefield  Co. 
St.  Louis  Car  Co. 
Wood  Co.,  Chas.  N. 

Nuts  and  Bolts 
Bemis  Car  Truck  Co. 


Cincinnati  Car  Co. 
Hubbard  A  Co. 
Oils    (See  Lubricants) 
Omnibuses    (See   Buses) 
Oxy-Acetylene    (See  Cutting 

Apparatus) 
Oxygen 

International   Oygen 
Packing 
Westinghouse  Traction 
Brake   Co. 
Paints    and    Tarnishes 
(Insulating) 
Elec.   Service  Supplies  Co. 
Irvington  Varnish  A  Ins. 
Co. 
Paints  &  Varnishes,  Preserv 
ative 
E.  I.  Du  Pont  de  Nemours 

Co. 
Paints  A  Varnishes,  Railway 
E.  I.  Du  Pont  de  Nemours 
Co. 
National  Ry.  Appliance  Co. 
Panels,  Outside,  Inside 
Haskelite  Mfg.   Corp. 
Pickup,    Xroitey    Wire 
Elec.    Service    Supplies    Co. 
Ohio  Brass  Co. 
Pinion  Pullers 
Elec.   Service  Supplies  Co. 
Wood    Co..    Chas.    N. 
Pinions    (See   Gears) 
Pins,  Case  Hardened,  Wood 
and    Iron 
Ohio  Brass  Co. 
Westinghouse   Traction 

Brake  Co. 
Pipe  Fittings 
Standard   Steel   Works 
Westinghouse  Tr.  Brake  Co. 
Planers    (See  Machine  Tools) 
Plates  for  Tee  Rail  Switches 
Ramapo   Ajax  Corp. 

Pliers,  Rubber  Insulated 

Elec.   Service   Supplies   Co. 

Plywood   Roofs,   neadlinlngSi 

Floors,    Interior    Panels, 

Bulkheads.  Truss   Planks 

Haskelite   Mfg.  Corp. 
Pole  Line   Hardware 

Bethlehem   Steel    Co 

Elec.   Service   Supplies  Co. 

General  Electric  Co. 

Ohio    Brass   Co. 

Pole   Reinforcing 

Hubbard  &  Co. 
Poles.    .Metal   Street 

Bates  Expanded  Steel 
Truss  Co. 

Elec.  Ry.   Equipment  (^. 

Hubbard   A  Co. 
Poles.    Ties,   Posts,    Filing   A 
Lumber 

B'ell  Lumber  Co. 

Nanslf    Pole  A  Tie  Co. 

J.  F.  Prettyman  A  Son 
Poles  and  Ties,  Treated 

B'ell   Lumber  Co. 

J.  F.  Prettyman  &  Son 
Poles,   Trolley 

Elec     Service    Supplies    Co. 

R.  D.  Nuttall  Co. 
Poles,  Tubular  Steel 

Elec.   Ry.   Equipment  Co. 

Elec.  Service  Supplies  Co. 
Portable   Grinders 

Railway  Trackwork  Co. 
Potlie.ids 

Okonite    Co. 

Okonite-Callender  Cable  Co., 
Inc. 

Power    Houses 

American  Bridge  Co. 
Power    Saving    Devices 

National  Ry.  Appliance  Co. 
Pressings,  Special  Steel 

Cincinnati  Car  Co. 
Pressure  Regulators 

General    Electric    Co. 

Westinghouse  E.  A  M.  (3o. 

Westinerlinuse     Traction 
Brake  Co. 
Punches,  Ticket 

International    Register   Co. 

Wood  Co.,  Caias.   N. 
Pyroxylin  Finishes 

Du    Pont   de    Nemours    A 
Co..  E.  1. 

Rail    Braces    and    Fastenings 

Ramapo   Ajax  Corp. 
Rail  Grinders  (See  Grinders) 
Rail  Joints 

Carneerie  Steel   Co. 

Illinois  Steel  Co. 

Rail  Joint  Co. 
Rail  Joints,  Welded 

Lorain  Steel  ()o. 
Rail    Welding 

Railway  Trackwork  Co. 

Una  Welding  A  Bonding  Oo. 
Bails,  Steel 

Carneirie  Steel  Co. 

Illinois  Steel  Co. 
Railway  Safety  Switches 

Consolidated  Car  Heating 
(Jo. 

Westinghouse  E.   A  M.  Co. 


Battan 
Brill  Co.,  The  J.  G. 
Cummings  Car  A  Coach  Co. 
Elec.    Service    Supplies   Co. 
Hale-Kilburn  Co. 
Heywood  Wakefield  Co. 
St.  Louis  Car  Co. 
Registers  and   Fittings 
Brill  Co.,  The  J.  G. 
(Cincinnati  Car  Co. 
Elec.   Service   Supplies  Co. 
International    Register   Co. 
St.  Louis  Car  Co. 
Beinforcement,   Concrete 
American  Steel  A  Wire  Co. 
Bethlehem    Steel    Co. 
Carnegie  Steel  Co. 
Repair  Shop  Appliances   (See 
also    Coil    Banding   and 
Winding   Machines) 
Elec.   Service  Supplies  Co. 
Repair  Work    (See  also 
Coils) 
Westinghouse  E.  A  M.  Co. 
Replacers,   Car 
Cincinnati  Car  Go. 
Elec.  Service  Supplies  Co. 
Resistances 
Consolidated  Car  Heating 
Co. 

General  Electric  Co. 
Resistance,  Wire  and  Tube 

Westinghouse  E.  A  M.  Co. 
Retrievers,   Trolley    (See 
Catchers  and  Retrievers 
Trolley) 
Bheostuts 
General   Electric  Co. 
Westinghouse  E.  A  M.  Co. 
Blvet  Heaters,  Electric 

American  Car  A  Fdry.  Co. 
Roofing.    Car 

Haskelite  Mfg,   Corp. 
Roofs.   Car  and   Bus 

Haskelite  Mfg.   Corp. 
Sanders,    Track 
Brill   Co..   The   J.   G. 
Elec.   Service   Supplies  Co. 
Nichols-Untern  Co. 
Ohio    Brass   Co. 
St.  Louis  Car  Co. 
Sash   FIxtnres,   Car 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
St.  Louis  Car  (Jo. 
Sash.   Metal   Car  Window 

Hale-Kilburn    Co. 
Scrapers,   Track    (See   Oean- 
ers    and    Scrapers,    Track) 
Screw  Drivers,  Rubber 
Insulated 
Elec.   Service  Supplies  Co. 
Seating  Materials 
Brill    Co..    The    J.    G. 
Haskelite  Mfg.    Corp. 
Heywood  Wakefield  Co. 
St.  Louie  Car  Co. 
Seats,  Bus 
Brill  Co..   The   J.   6. 
Hale-Kilhurn     (X. 
Heywood  Wakefield  Co. 
St.  Louis  Car  Co. 
Seats.  Car   (See  also  Battan) 
Brill   Co..   The   J.   G. 
(Cincinnati  Car  Co. 
Hale-Kilburn    Co. 
Heywood  Wakefield  Co. 
St.  Louts  Car  Co. 

Second   Hand   Equipment 

Electric   Equipment   Co. 

Salzberg,  Inc..  H.  E. 
Shades,   Vestibnie 

Brill    Co..    The    J.    Q. 

Cincinnati  Car  (Jo. 
Shovels 

Brill  Co..  The  J.  G. 

Hubbard   A  Co. 
Shovels.    Power 

Brill  Co..  The  J.  G. 
Side   Bearings    (See  Bearings 

Center    and    Side) 
Signals,    Car    Starting 

Consolidated    Car    Heating 
Co. 

Elec.  Service  Supplies  Co. 

National  Pneumatic  Co. 
Signals,   Indicating 

Nichols-Llntern  Co. 
Signal    Systems.   Block 

Elec.   Service   Supplies  Co. 

Nachod   and   United  States 
Electric   Signal   Co. 

Wood  Co.,  Chas.  N. 
Signal  Systems,  Highway 
Crossing 

Nachod  and  United  States. 
Electric    Signal    Co. 

Wood  Co..   Chas.  N. 
Slack   Adjusters    (See   Brake 
Adjusters) 

Sleet  Wheels  and   Cutters 
Cincinnati  Car  Co. 
Columbia  Machine  Works  A 
M.  I.  Co. 

Electric    Railway    Improve- 
ment  Co. 
Elec.  Ry.   Equipment  Co. 
Elec.   Service  Supplies  Co. 
R.  D.  Nuttall  Co. 


Smokestacks,   Cur 

Nichols-Lintem    Co. 
Snow    Plows 

National  Ry.  Appliance  Co. 
Snow-i'iows,  Sweepers  and 
Brooms 
Brill    Co.,   The   J.    G. 
Columbia  Machine  Works  A 

M.  I.  Co. 
Consolidated  Car  Fender  Co 
Cummings  Car  A  Coach  Co. 
St.  Louis  Car  Co. 
Snow  Sweeper,  Rattan 
J.  G.   Brill   Co. 
Heywood  Wakefield  Co. 
Soldering    and    Brazing 
Apparatus   (See  Welding 
Processes   and    Apparatus) 
Special    .Adhesive    Papers 
Irvington   Varnish   A  Ins. 
Co. 

Special    Trackwork 

Bethlehem   Steel  Co. 

Lorain    Steel    Co. 

Wm.   Wharton.  Jr.  A  Co. 
Spikes 

American  Steel  A  Wire  Co. 

Illinois  Steel  Co. 
Splicing  Compounds 

Westinghouse  E.  A  M.  Co. 
Splicing  Sleeves   (See  Clamps 

and    Connectors) 
Springs 

National  By.  Appliance  Co. 
Springs.   Car   and   Truck 

American  Spiral  Spring  Co. 

American  Steel  Foundries 

American  Steel  &  Wire  Co. 

Bemis   Car  Truck   Co. 

Brill    Co..   The  J.   G. 

Cincinnati  Car  Co. 

St.  Louis  Car  Co. 

Standard  Steel  Works 
Sprinklers,   Track   and   Road 

Brill  Co..  The  J    G. 

Cummings  Car  A  Coach  Co. 

St.  Louis  Car  Co. 
Steel   and    Steel   Products 

American  Steel  A  Wire  Co. 
Carnegie   Steel   Co. 

lUinols  Steel  Co. 
Steps,    Car 
Brill    Co..    The   J.    G. 

Cincinnati  Car  Co. 

Stokws,  Mechanical 

Babcock    &    Wilcox   Co. 

Westinghouse  E.  A  M.  (Jo. 
Stop  Signals 

Nichols-Lintem  Co. 
Storage    Batteries    (See    Bat- 
teries,  Storage) 
Strain   Insulators 

Elec.    Service    Supplies    Co. 

General  Electric  Co. 

Ohio    Brass    Co. 

Westinghouse  E.  A  M.  (Jo. 
Strand 

American  Steel  A  Wire  Co. 

Roebling's  Sons  Co..  J.  A. 
Street   Cars    (See   Cars, 
Passenger,  Freight. 
Expri'ssl 

(Jnmmings  Car  A  Coach  Co. 
Superlioaters 

Babcool;   &   Wilcox   (Jo. 

Sweepers,   Snow    (See   Snow 
Plows,    Sweepers   and 
Brooms) 
Switches 

General  Electric  Co. 
Switch   Stands   and   Fixtures 
Kaiaulio-.AjU.X   Corp. 
Switches,  Selector 

Nichols-Lintern  Co. 
Switches    and    Switchboards 
Consolidated  Car  Heating 

Co. 
Elec.   Service   Supplies  Co. 
Westinghouse  E.  &  M.  Co. 
Switches,   Tee    Ball 
Ramapo-Ajax    Corp. 
Switches,  Track    (See  Track 

Special    Work 
Tampers.    Tie 

Railway  Trackwork  (Jo. 
Tapes  and  Cloths    (See  Insu- 
lating Cloth,   Paper  and 
Tape) 
Tee  Rail  Special  Track  Work 

Ramapo-Ajax  Corp. 
Telephonee  and  Parte 

Elec.    Service   Supplies  (Jo. 
Telephone  A  Telegraph  Wire 
American   Steel   A  Wire  (Jo. 
John  A.  Roeblings  Sons  Co. 
Testing      Instruments       (See 
Instruments.        MeaBurlng* 
Testing,  etc.) 
Thermostats 
Censolidated  Car  Heating 

Co. 
Gold   Car  Heating  A  Light- 
ing Co, 
Railway  Utility  (Jo. 
Smith  Heater  Co..  Peter 
(Continued  on  uage  35) 


December  24,  1927 


ELECTRIC  RAILWAY  JOURNAL 


33 


^iiiiiiiriiiirriiirriiiiiiitriiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiuiiijiiiiiMiiiiiiiiiiiriiitiiiiMiiiiiiiriiiiiiiuiiiuiiiiiiiuiiitiiiiiiiiiiuiiiiiiiiiiiiiig 

I  Arc  Weld 

Rail  Bonds  I 

AND  ALL  OTHER  TYPES  | 

Descriptive  Catalogue  Furnished  I 

5 

American  Steel  8C  Wire  Company  | 


New  York  Boston  PltUbui-gb     I 

Chicago  Clereland  Denrer  | 

U.   S.   Steel  Producti  Co.  S 

8«n  Francisco  Los  Anjtelei  Portland  Seattlt)      | 

iiMiiitiiiiiMitiiiniiiiiiiiiiiiiiiiiiiiniiMiiiitniiniiiiirMiiiiitMiiiiiniiitiiiniiitiiiiiiiiiiiiiriiniiiiriiiiiiiiiiiiiiiriiitiiiriiiiiiiiiiiiiiiuiiir 

aiiMiMriiiNiiiriiiiNiiiiiiiniiiiiiMiiiiiiiuiiiitiiiiiHiiiiiinniiiiiiiniiniiininiiiniiniiiiriiiiMiiiniiiiiiiiiiiiMiiiiiiiiiiiiiiiMiin 


■BELL' 


NORTHERN  —  —  — —  WESTERN 

CEDAR  POLES 


■iimiiniiiiiiiiiiim i iiiiiiiiraiiiiiimiiiiiiiiiiiiiimiiiiiiiniiniimiiiiiiniiiiiimiiiiiiiniiiiimiiiiiiiiiiiiiiiiiiiiiiiiii 

"The  Standard  for  Rubber  Insulation" 

INSULATED  WIRES 
and  CABLES 

"Okonite,""Manson,"  and  Dundee  "A"  "B"  Tapes 

Send  for  Handbook 

The  Okonite  Company 

The  Okonite-Callender  Cable  Company,  Inc. 

Factories,  Passaic,  N.  J.  Paterson,  N.  J. 

5(ii«(    Omet»:     Mew  York     Chicago     Pittsburrh     St.  Loaii    AtlanU 
Birminrbam     San  Francisco     Loa  Anielea     Seattle 
PettlnEell-Andrewt    Co.,    Boston,    Man. 
P.  D.  Lawrence  Electric  Co.,  Cincinnati,  O.        j§^ 
Norelty  Electric  Co.,  PhUa.,  Pa.  ^^ 

Oun.   Rev.:   Engineering   Materials  Limited,   Montreal. 

Cuhm  Rep.:    Victor   0.    Mendosa   Co.,    Harana.  | 

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I  ELRECO  TUBULAR  POLES  | 


BUTT  TREATING 


(ALL  GRADES  TIES 

BELL    LUMBER    CO.,  Minneapolis,  Minn. 


J 


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Mt   CMAMTEREO   JOINT 


/\  RodyW  ire  and  Cable  Products 

ANACOI«iDA  ANACONDA  COPPER  MINING  COMPANY 
THE  AMERICAN  BRASS  COMPANY 
General  Offices    -    -    25  Broadway,  New  York 

ANACONDA  TROLLEY  WIRE 


oe  to  consufner 


•UiiiitiiniiiirMiiMiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiitiiiiiiijiiiniiiiiiiiiiiniiitiiiniiHiiiiiitiiiiniiiiiiniiuiiniiniiKiii^ 


I                                      COMBINE  I 

I  Lowest  Cost                                                Lightest  Weight  | 

I  Least  Maintenance                        Greatest  Adaptability  | 

i                Catalog  complete  wltb  enfflneering  data  aent  on  r«queet.  | 

I                ELECTRIC   RAILWAY   EQUIPMENT  CO.  | 

I                                                CINCINNATI,  OHIO  | 

I                                     New  York  City.  30  Chureb  Street  I 
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SiMimiiiiiiiiiiiniiiiiiiniiniiiiiiiniiiiiiiiiiiiiiiitiutHiiiiiniiitii]iMiiiiiHiiitiiiiiiiiiiiiiiiiiMuiiiiiiiiMiiiiiitiiitiiiiiiiiiiiiiiiiiiiiiiiiii>-      aiiiiiniiiiiiiniiiiiiininiiiiuiiitiiiniimniiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiniiuiiiiiiiniiiMiiiiiniiiiiiniiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiHiiiuir 


I  Efficient  Bus  Heating  f 

I  with  I 

The  N-L  Venti-Duct  Heater 

j  THE  NICHOLS-LINTE^N  CO.  | 

I  7960  Lorain  Ave.  Cleveland,  Ohio  | 

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S/OJGLEPOLBSl 

, NORTHERN 


NAUGLE  POLE  ^  TIE  CO. 

59  E.  MADISON  ST.   CHICAGO  ILL. 

NeWYork •  Columbus •  Kansas  Ciiv •  Spokane-  Vani:ou\ier •Boston 


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AMELECTRIC  PRODUCTS 
BARE  COPPER  WIRE  AND  CABLE 


TROLLEY  WIRE 


WEATHERPROOF  WIRE 
AND  CABLE 


Ber.  O.  S.  Pat.  Office 


PAPER  INSULATED 
UNDERGROUND  CABLE 


I  MAGNET  WIRE 

I  AMERICAN  ELECTRICAL  WORKS 

I  PHILLIPSDALE.  R.  I. 

=  Chicago.    20-32    West   Randolph    Street. 

I  Cincinnati.   Traction  BIdg. :   New  Tork.    100   E.    42nd  St. 

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Repetition 


IS 

Reputation 


ELECTRICAL  WIRES  and  CABLES 
JohnA.Roebling's  Sons  Co..  Trenton. N.J. 


luuiiiiiiiiiMiiifiiiiiiiiiiiiitiiiMimiiiHimiiiiimiiiiiimiiiiiiiiiimii 


iiiiiimiiiiiii(iiimiiiiiiniiiiiitiimiiiiiimiiiiiii»uaf7 

uiniinmiiiiiniiiiimiiMininimimiiiMimniiiiiiiiiiiiiruiMiimuMiiiiiiiinmiiniimniHiMiiitMiMiiiMiiiiiiiiuMnMiiiiiiiiii 

I  X  SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD      I 


^5i$l^V^ 


]  rade  Mark  Reij.  V-.  'i    Fat,  Off.  = 

1     Uade  of  extra  quality   Block   firmly   braided  and  Bmoothly   flnlihed     i 
=  Carefully    inspected    and    g-uaranieed   free    from    flaws.  a 

i  Samples    and    information    rl&dly    sent.  | 

I         SAMSON  CORDAGE  WORKS.  BOSTON,  MASS.         I 

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;)itiiiiiiiiiiiiiiiiiiiiiiiriiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiriitriiiiiiiiiiiiiiiiiiiiiiiiiliiMilMiniiiiiiiniiiiiiiiiiiiiiiiiiiiiiuii)iiiiiiiiiii~ 
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Gets  Every  Fare 

PEREY  TURNSTILES 
or  PASSIMETERS 

Dae  thesn  In  7oar  Premysnenl  Araaa  aa4 
Street  Can 

Perey  Manufacturing  Co.,  Inc. 

S        ^r—^m^  101  Psirk  ATeone.  New  Tork  01*7 

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34 


ELECTRIC  RAILWAY  JOURNAL 


December  24, 1927 


ailHlliiiiluiiiltliuiilllliHiMiiiiiltiiiilllliilllllliiiiiiiiiiiuiiliiiuiiiiiiiniiiiiiniMiiMiriiiiiiniiiiiiHlluiiiiiiiiiiiiiilli.iiiiiiiiliimiiMi^ 

The  DIFFERENTIAL  CAR  | 

Standard  on  § 

60  Railways  for  | 

Track  Maintenance  i 

Track  Conetruction  f 

Aah  Dispoaal  i 

Coal  Haulin;  1 

Concrete  Materiala  I 

Waate  Handling  i 

Excavated  Materiala  | 

HauUngr  Cross  Ties  | 

Snow  Dispoaal  | 

Uge  Thete  Labor  8avert  | 

Differential  Crane  Car  | 

Clark    Concrete    Breaker  i 

Differential  S-wajr   Auto  Truck  Body  = 

Differential  Car  Wheel   Truck  and   Tractor  I 

THE  DIFFERE^mAL  STEEL  CAR  CO.,  Findlay,  O.  f 

iiiiiinuiniiiniiniiniiitMiiiiiiiMiiMiMiiiniiiniiiiiiuiittiiiMiiniiMiiiiiiniiiiiiniiiiiiiiuuiiiuiiiiuiiiiiiiiiiiiniiitiiiiiiiMiiMiiifUHii 

miiiiuiiiuiiiiiiniiiniiiMiumimimuiiuMiiMiitmimimniiiiiiimiiiiiiiiiiMiiiniMirMiiMiiMiiMiiiiiimtmuiiniiiiMn 


i 

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International 
Registers 

Made  in  single  and  double 
types  to  meet  requirements 
of  service.  For  hand  or  foot, 
mechanical  or  electric  opera- 
tion. Counters,  car  fittings, 
conductors'    punches. 


Tjrp*  R-ll 
Double  Re(l«t*r 


The  International  Register  Co. 

19  South  Throop  Street,  Chicago,  Qlinois 


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^iMiiiiiiiiniiiiiiiiiiiiiiiiiiiintiiniiiiiiuiiniiiiiiiiiiiiiiiiiiiiiiniiitiiiiiiiMiiiiittiitiiiuiiiliiniiiiiiiiiiiiiiiiiiiiiiiniiniiitiiniiiiiiiMiifi 
"Bates  Poles  Outlive  the  Bond  Issues  that  BuyThem" 

Bates  Poles  and  Structures 


e      - 


'MiiiiiitiiiiiiiiniiiiiiiiiiiniiiiiiiiiiiniitiiiiriiiiN  iiiitiiiMiitiimiiitiiimuuiiiiiiiiiiiiiiiiiNiiriiniiiriiniiiiiiMiiiiimiiiiiiii 


e 


s 


Irus 


•  g. 


General  Offices  and  Plants 
EAST  CHICAGO,  INDIANA,  U.  S.  A. 

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I 


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NACHOD  S  UNITED  STATES 
SIGNAL  CO,  INC 

LOUISVILLE. KY. 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 
HIGHWAY  CROSSING  SIGNALS       , 

^(iiMiiniimiHiiiiriinMiiMitMiniiiiiiiriiiuiiiiiiiiiiiniiiiiiniiiiiiiiiiiiiiiiiiiiiiitiiiiiiuuniiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiniitt! 

StiiiiinMniiiirMuiuriniMniiiniiininMiiiiiiuiiiiiiiMiMiiiMniiiitiiiiiiiiiiiiMiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiMiinr;^ 

I    /^riT   r^  CAR  HEATING  &  LIGHTING  CO.    I 
I    VlVyl^JL/  220  36th  St.,  Brooklyn,  N.  Y.  f 


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I    CAR  COMFORT  WHH      HEATERS 

T  TTTT  TTV     regulators 
I     ^  J- 11^1  X  1      ventilators 


1S%8  Broadway 
New  York,  N.  T 


E  «241-aa47  Indiana  St.  Write   f»r 

I  Chleaco,  lU.  Cataloatie 

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WITH    OPEN    COIL   OR 
ENCLOSED  ELEMENTS 


I        ELECTRIC  HEATERS 

I     THERMOSTAT  CONTROU-VENTILATORS     | 

I  WRITE  FOR  NEW  CATALOGUE  | 

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HILUSUHN,  NEW  TOKK  • 
NIACVRA  FAllJi,  N\ 
CHICAGO.  ILLINOIS 
.EAST  ST.  LOUIS.  ILL 
PliEbLL).  COLORADO 
SUPERIOR.WISCONSIK 
LOS  .\NGF.1XS.  CAI 
N1AG/'.HA  FAILS  OKT. 


RAMAPO  AUTOMATIC 
RETURN  SWITCH  STANDS 
FOR.  PASSING  SIDINGS 

TEE  RAIL  SPECIAL  WORK 
(MANGANESE  WORK  A  SPECIALTY 

SALES  OFFICES  AT  All.  WORKS 
.A/.iln  Office.  HILLBURN,  N.Y. 


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H  B  LIFE  GUARDS 

j  PROVIDENCE  fenders  | 

i  Manufactured  by  1 

CONSOLIDATBD   CaR    FbNDBR   CO^    FrOVIDBNCZ,    R.    1.  | 

General  Sales  Arents  ~ 

WENDELL   &   MacDUFFIE  CO..   110   E.    42nd  St..   N.   T.   C.     | 

^inriuiiuiiiniiiiiiniiiiiiiiiittiiiiiiniMiiiniiniiiniiiiiiiiiiiiiitiiniiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiuiiiiiiiniiNiiiiinuiiiniiitiiiiiimfE 
KiHMiiiiiiiiiiiiiiiiiiniiniiniiitiinriiiuiiiiiiiiiiiiiiiiiimimiHiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiniiiiiiiin  aiMiMiiiMitMiiiiiiniiniiniiiiiiiHiiiiiiMiiiiiitiiiiMiitiiiiiitiiiHiiHiiiiiiniiiiiiiiiiuMiiuiiniiiiiiMiifiiiiiMHiniiniiniiHiifiiiMiiiiiiiii^ 


STUCKI    i 

SIDE      I 

BEARINGS ! 


A.  STUCKI  CO. 

Oliver  Bld(. 
Pittsburgh, 

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tide        I      I 
b,     Pa.   I      I 


Your  Name  | 

in  this  space  in  all  issues  where  larger  | 

display  space  is  not  used  backs  up  your  f 

advertising   campaign    and    keeps    your  | 

name  in  the  classified  section.  I 

jwimiimimiimmiiiiiniiiiHiimiiiiiiiiiiiiiiimiiiiiimHtiiinimiiitiitiiiiiiiniiiiiiiiiiiiimimimtimiiiiimiiiiimiiitiiiiiiiiuMiiiiS 


Chapman 

Automatic  Signals 

Charles  N.  Wood  Co.,  Boston 


CHILLINGWORTHf 

One- Piece  Gear  Cases        | 

Seamless — Blvetless — Llsht     Weicht        § 

Best   for   Service  —   Dnrability   and        = 

Economy.     Writm  Us,  i 

Chillingworth  Mfg.  Co.       | 

JtTtty  City,  N.   J.  = 

~iiiiiitiiiiMnimiiMiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiiiiiiiiiiiiiiiiMiiiiiiiiiniMiiiiiiiiniii)iiiiiiiiiiiiiiiiiiiB 
uiniiiiiiuiiiiiiiiiuiiiiHiimiiiiut.'ii>iiiiiiiHii(iiiiiiiniii)iiiiiiitiiiiiintiitiiiiiiiuiiiiiiiiiiniiiniittiiiiiiiHiiitiiiuiiitiiitiii)tiiiillliiiii 

I  Coin  Counting  and  Sorting  Machines 

I  FARE  BOXES 

I  Lever-Operated  and  Slip  Change  Carriers 

I  The  Cleveland  Fare  Box  Co. 

I  Cleveland,  Ohio 

I  Canadian  Cleveland  Fare  Box  Co.,  Ltd.,  Preiton,  Ont. 

riiiuiiMiiiiiiiiiiitiiitiiiiniiiiiiiiiniiiiiiiiiiimiHiiiiiiiniiitiitiiiitMniiiiiiiiMiiiilliliiiiiiniiniiiiMiHiiHiiliniiiiiiiiiiiiilliiiiimiiiitiii 


December  24, 1927 


ELECTRIC  RAILWAY  JOURNAL 


35 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Page 
A 

American  Brass  Co.,  The 33 

American   Bridge   Co 31 

American  Car  Co..  .36.  Third  Cover 
American  Electrical  Works.  .  .  33 
American  Steel  &  "Wire  Co ...  .  4 
Anaconda   Copper  Mining   Co .  .  .    33 


B 


Babeock    &    Wilcox    Co 27 

Bates  Expanded  Steel  Truss  Co.  34 

Beeler  Organization    26 

Bell  Lumber  Co 33 

Bemis  Car  Truck  Co 27 

Bethlehem    Steel    Co 31 

Brill  Co..  The  J.  G.36.  Third  Cover 

Buchanan   &  Layng  Corp 26 

Budd   Wheel  Co 10 

Byllesby  Eng.  &  Management 

Corp 26 


Carnegie   Steel    Co 24 

Chillingworth   Mfg.   Co 34 

Cincinnati    Car    Co 15 

Cleveland  Fare  Box  Co 34 

Collier,   Inc.,    Barron   G 18 

Columbia  Machine  Works,  The.  28 

Consolidated  Car  Pender  Co.  ,  .  .  34 

Consolidated  Car  Heating  Co .  . .  34 


Day  &  Zimmerman,  Inc 26 

Differential   Steel   Car  Co.,   The.    34 
Du  Pont  de  Nemours  &  Co.,  Inc., 
E.  1 23 


Page 
E 

Electric   Equipment  Co 29 

Electric   Ry.   Equipment   Co ... .  33 

Electric    Ry.    Improvement    Co..  24 

Electric    Service    Supplies    Co..  7 

F 

Falle  &  Co.,  E.  H 26 

Fisk  Tire  Co.,  The 8 

Ford,    Bacon   &  Davis 26 

"For  Sale"  Ads 89 

G 

General    Electrical    Co 20 

Gold  Car  Heating  &  Lighting  Co.   34 
Goodyear    Tire    &    Rubber    Co., 
The     16-17 

H 

Hale-Kilburn   Co 27 

Haskelite  Mfg.  Corp. ...Back  Cover 

"Help    Wanted"    Ads 29 

Hemphill   &  Wells 26 

Heywood- Wakefield    Co 19 

Hoist    Englehardt    W 26 

Hubbard    &    Co 27 


Illinois  Motive  Equipment  Co.  .  27 

Illinois    Steel    Co 6 

International    Oxygen    Co 27 

International     Register    Co 34 

International  Steel  Tie  Co.,  The, 

Insert  11-12 
Irvlngton    Varnish    &    Insulator 

Co 31 

J 

Jackson,  Walter   26 

Johnson    Fare    Box    Co 28 


Page 


Kelker,    DeLeuw    &   Co 26 

Eublman  Car  Co... 36,  Third  Cover 


Lorain    Steel    Co 31 


M 

McClellan    &    Junkersfeld 26 

Mica  Insulator  Co 24 

Morganlte  Brush  Co.,  Inc 25 


N 

Nachod  and  TJ.  S.  Signal  Co.  .  .  .  34 

National    Brake    Co.,    Inc 21 

National    Pneumatic    Co 13 

National   Ry.   Appliance   Co....  31 

Naugle  Pole  &  Tie  Co 33 

Nichols   Lintern   Co 33 

Nuttall  Co.,  K.  D 26 


O 

Ohio     Brass     Co 5 

Okonlte-Callender     Cable     Com- 
pany,  Inc.,   The 33 

Okonite    Co.,    The 33 


Percy    Mfg.    Co.,    Inc 33 

Positions   Wanted   and   Vacant .  .    29 
Prettyman   &  Sons.  J.  F 28 


Pago 
R 

Railway    Track-Work    Co 27 

Railway  Utility  Co 34 

Ramapo  Ajax   Corp 34 

Richey,    Albert    ' 26 

Boebling's  Sons  Co..   John   A .  .  .  33 


S 

St.   Louis    Car   Co 9 

Salzberg  Co.,   Inc.,   H.   E 29 

Samson    Cordage   Works 33 

Sanderson    &    Porter     26 

Seachlight  Section    29 

Smith    Heater    Co.,   Peter 27 

Standard  Steel  Works  Co 28 

Star  Brass  Works 31 

Stevens    &    Wood,    Inc 28 

Stone  &  Webster    26 

Stuckl    Co..    A 34 


Timken    Roller  Bearing   Co., 

Front  Cover 


Una  Welding  &  Bonding  Co ...  .    27 
Universal  Lubricating  Co 27 


W 

"Want"    Ads     29 

Wason   Mfg.   Co... 36.   Third   Cover 
Westinghouse    Elec.    &    Mfg.    Co. 

Second  Cover 
Westinghouse  Traction  Brake  Co.  14 
Wharton,  Jr.  &  Co.,  Inc..  Wm..  31 
"What  and  Where  to  Buy," 

30,    32,   35 
White   Eng.   Corp..    The   J.   G.  .  .    26 

Wish   Service.   The   P.    Edw 27 

Wood  Co.,  Chas.  N 34 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  32 


Ticket    Choppers   aad 
Defltroyers 

Elec.    Service    Suppllei    Go 
Tie  Plates 

Illinois  Steel  Co. 
Ties  and  Tie  Rods,  Steel 

American  Bridge  Co. 

Carnegie   Steel  Co. 

International  Steel  Tie  Co. 
Ties,  Wood  Cross  (See  Polea. 

Ties,   Posts,   etc.) 
Tires 

Fisk  Tire  Co. 

Goodyear  Tire  Co. 
Tokens 

Johnson  Fare  Box  Go. 
Tongue   Swttehes 

Wm.  Wharton,  Jr.  A  Co. 
Tools,  Track  &  Miscella- 
neoas 

American  Steel  &  Wire  OOi 

Columbia  Machine  Worki  A 
M.  I.  Co. 

Elec.   Service  Suppllea  Co. 

Hubbard    4    Co. 

Railway  Trackwork  Co. 

Ramapo-Ajax    Corp. 
Towers  and  Transmission 
Stractore 

American  Bridge  Co. 

Bates  Expanded  Steel 
Truss    Co. 

Westinghouse  E.  A  M.  Co. 
Track   Grinder 

Railway  Trackwork  Co. 

Ramapo-Ajax    Corp. 
Track,  Special  Work 

Columbia  Machine  V7ork*  t 

M.  I.  Co. 
SamBDO  AJaz  Con. 


Trackless  Trolley  Can 

Urill  Uo.,  The  J.  Q. 

St.  Louis  Car  Co. 
Transfer  Tables 

American  Bridge  Co. 
Transformers 

General   Electric  Co. 

Westinghouse  E.  A  M.  Co. 
Transmission  Towers  & 
Structures 

American  Bridge  Co. 
Treads,  Safety  Stair, 
Car  8tep 

Cincinnati  Car  Co. 
Tree    Wire 

Okonite    Co. 

Okonite-Callender  Cable  Co 
Trolley  Bate* 

R.  D.  Nuttall  Co. 

Ohio   Brass  Co. 
Trolley  Bases,  RetrleTlnff 

R.  D.  Nuttall  Co. 

Ohio   Brass  Co. 
Trolley    Buses 

Brill  Co..  The  J.  Q. 

Westinghouse  E.  A  M.  Co. 

Trolley    Material,    Overhead 

Elec.    Service    Supolies   Co. 

General  Electric  Co. 

Ohio    Brass   Co. 

Westinghouse  E.  A  M.  Oo. 
Trolley  Wheel  Bushings 

Star   Brass   Works 
Trolley  Wheels    (See  Wheels 
Trolley) 

Trolley    Wire 

Amer.   Electrical   Works 
American    Brass   Co. 
American  Steel  A  Wire  Co. 


Anaconda  Copper  Min.  Co. 
Boebllnf  s  Sons  Co.,  J.  A. 

Tracks,  Car 

Bemis    Car   Truck    Co. 

Brill    Co.,   The    J.    O. 

Cincinnati    Car    Co. 

Cummings  Car  &  Coach  Co. 

St.  Louis  Car  (^o. 
Trucks,  Motor 

White  Company 

Truss    Planks 

Haskelite  Mfg.   Corp. 
Tubing,  Yellow  and  Black 
Flexible   Tarnish 

Irvlngton  Varnish  A  Ins. 
Turbines,  Steam 

General    Electric    Co. 

Westinghouse  E.  A  M.  Co. 

Turntables 

American  Bridge  Co. 

Elec.  Service  Suppllea  Co. 
Turnstiles 

Elec.   Service  SuppUee  Co. 

Perey  Mfg.  <;o.,  Inc. 
Valves 

Ohio  Brass  Co. 

Westinghouse   Tr.    Br.   Co 

Varnished    Papers   and    Sllk« 
Irvlngton  Varnish  A  Ins. 
Co. 

Ventilators,    Car 
Brill    Co.,   The    J.    G. 
Cincinnati  Car  Co- 
Consolidated    Car    Heating 
Co. 

Nichols-Llntem   Co. 
Nat'l.    Ry.    Appliance   Co. 
Railway  Utility  Co. 
St.   Louis   Car   (ki. 


Vestibule  Linings 

Haskelite  Mfg.   Corp. 
Welded  Ball  Jolnti 

Electric    Railway    Improve- 
ment Co. 

Bauway   Trackwork  (^. 

Una  Welding  A  Bonding  (ki. 
Welders,  Portable  Eleetrle 

Electric    Railway    Improve- 
ment Co. 

General  Electric  Co. 

Ohio    brass   Co. 

Railway  Trackwork  Co. 

Una  Welding  A  Bonding  Co. 

Westinghouse   E.    A    M.   Co. 
Welders,   Kail   Jolnl 

General  Electric  Co. 

Ohio   Bi'-ass  Co. 

Railway  Trackwork  Co. 
Welding  &  Cutting  Tools 

International    Oygen 
Welding   Processes   and 
Apparatus 

Electric    Railway    Improve- 
ment Co. 

Ohio   Brass  <^. 

Railway  Trackwork  Co. 

Una  Welding  A  Bonding  Co. 

Westinghouse  E.  A  M.  Co. 
Welding,  Steel 

Electric    Railway    Improve- 
ment Co. 

Railway    Trackwork    Co. 

Una  Welding  A  Bonding  (^ 
Welding    Wire 

American  Steel  A  Wire  Co. 

Railway    Trackwork   Co 

Roebling's  Sons  Ck)..  J    A. 
Welding  Wire  and  Rode 

Railwav   Trackwork    Co. 
Wheel    Guards    (See  Fenders 
and  Wheel  Guards) 


Wheel  Preese*   (See  Haehlne 

Tools) 
Wheels,    Car,    Steel    A    Steel 
Tire 

American  Steel  Fonndrlei 

Bemis  Car  Truck  Co. 

C!arnegie   Steel   Co. 

Illinois  Steel  Co. 

Standard  Steel  Worke 
Wheels,  IStet'l   Disc 

Budd  \Vheel  Co. 

Wheels,    Trolley 

Columbia  Machine  Works  A 
M.  I.  (3o. 

Elec.   Ry.   Equipment  Co. 

Elec.   Service  Supplies  <3o. 

R.  D.  Nuttall  Co. 

Star   Brass    Works 
Wheels,    Wrought    Steel 

Carnegie    Steel    C!o. 

Illinois  Steel  Co. 
Whistles,   Air 

Ohio    Brass    Co. 

Westinghouse  E.  A  M.  Co. 

Westinghouse  Traction 

Brake  Co. 
Window  Guards  A  litUnn 

Cincinnati  Car  Co. 
Wire    Kope 

American  Steel  A  Wire  Co 

Boebling's  Sons  <3o..  J.  A. 
Wires  and  Cables 

American    Brass    Co. 

American    Electrical    Works 

American  Steel  A  Wire  Co 

Anaconda  Copper  Uln.  Co 

(General   Electric  Co. 

Okonite  Co. 

Okonlte-C^llender  Cable  Co. 
Inc. 

Boebling's  Sons  Co.,  J.  A, 

Westinghouse  E.  A  M.  Co. 


36 


ELECTRIC  RAILWAY  JOURNAL 


December  24, 1927 


Large  crowds  attended  the  first  appearance 
of  the  Brill  1928  Model  Electric  Car. 


Public  Opinion 

an  important  factor 


m 


Car  Design 

and  equipment 


How  will  the  public  like  it?  Will  it  prove 
sufficiently  popular  to  stimulate  the 
people's  desire  to  ride? 

In  designing  the  Brill  1928  Model  Electric 
Car  every  effort  was  put  forth  to  win  public 
favor.  Noise  reduction,  low  racy  appear- 
ance and  comparatively  quick  starting  and 
stopping  induce  the  prospective  passen- 
gers on  the  sidewalk  to  ride.  Added  to 
these,  full-vision  side  windows,  wide  slop- 
ing windshields,  comfortable  seats,  beauti- 
ful interior  finish  and  absolute  safety  of 
operation  contribute  to  the  passengers' 
satisfaction  with  the  service.  After  all, 
upon  public  opinion  depends  the  success 
of  any  transportation  service. 


December  24,  1927 


ELECTRIC  RAILWAY  JOURNAL 


Comfort  for  both  Passengers 

and  Operator 

Brill  1928  Model  equipped  to  meet  the 

modern  demand  for  improved  service, 

the  kind  which  will  keep  the 

automobile  in  the  garage. 


Inviting  comfort,  the  kind  which  sells  transportation,  is 
characteristic  of  the  latest  development  in  electric  cars 
— the  Brill  1928  Model.  Careful  selection  of  seating 
equipment  with  deep  spring  cushion  construction  and 
backs  pitched  just  right  to  permit  relaxation  has  resulted 
in  a  vehicle  which  affords  maximum  comfort  to  both  pas- 
sengers and  operator.  The  Brill  No.  1006  "De  luxe"  Seat 
at  each  end  not  only  is  constructed  and  upholstered  like 
the  Brill  No.  201-B-l  type  seats,  but  in  addition  is  ad- 
justable for  height  and  leg  room.  In  every  detail  the  Brill 
1928  Model  conforms  to  the  higher  standard  of  living 
enjoyed  today  by  the  American  public. 

Write  for  copy  of  Publication  No.  320. 


The  J.  G.  Brill  Company 

Pmh-a-Del-pmia.,  Pa. 


Amcjican   Cab    Ca    ^        C.C.  Kuhlman  Cah  Co.      —      Wason    Mantc  Cq 

ST.    UOUI>      hAO.  Cl-C  VCUArslO.  OMIO.  SPR  I  rvtCrtCI-O.  MASft. 


On  the  leading  Massachusetts  Urn 


One  of  the  50  cars  built  by  Wason  Manufacturmg  Company  for 
Springfield  Street  Railway  Company  with  HASKELITE  wainscoting. 


One  of  the  25  cars  butlt  by  Wason  Manufacturing  Company  for 
Eastern  Massachusetts  Street  Railway  with  HASKELITE  headlming 
and  wainscoting.   Illustration  below  shows  interior  of  same  car. 


li  ASKELITE  products  are  preferred  by  leading 

X  1    roads  not  only  for  roofs  and  side  panels  but 

also  in  many  cases  for  wainscoting  and  headlinings. 

The  Wason  Manufacturing  Company,  Springfield, 
Massachusetts,  has  recently  produced  two  lots  of  cars 
— 50  for  the  Springfield  Street  Railway  Company 
with  HASKELITE  wainscoting  and  25  for  the 
Eastern  Massachusetts  Street  Railway  with 
HASKELITE  headlining  and  wainscoting. 

The  light  weight,  strength  and  beautv  of  finish  pos- 
sible with  HASKELITE  and  PLYMETL  are  ample 
justification  for  the  adoption  of  these  materials  in  car 
and  bus  construction.    Details  on  request. 

Haskelite  Manufacturing  Corporation 

133  West  Washington  Street,  Chicago 

Railway  Represenlatii'es . 

Economy  Electric  Devices  Co.,  37  W.  Van  Buren  St.,  Chicago 

Grayson  Bros.,  600  LaSalle  Bldg.,  St.  Louis,  Mo. 

Railway  &?  Power  Engineering  Corp.,  Toronto,  Ont.,  Canada 


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jra 

w-Hill  Publishing  Company,  Inc.                                DECEMBER  31,  1927 

Twenty  Cents  per  Copy 


Vweepind  an  Industry 


w 


Mfc  believe  coaches  with  motors  finvard 
7  V  will  hereafter  be  looked  upon  as  old 
feshioned.  Why  should  engines  use  up 
passenger  capacity  and  waste  street  space? 
As  abvays  Frank  R.FageoI  is  the  leader 
in  coach  transportation-again  his  Twin 
Gjadi  demonstrates  this  ouen  spoken  tnifh 
TWIN  CDACH  CORPORATION 


KEXT,  OHIO 


f  RANK  R.  FAGEOL 

Designer  and  origrinator  of  Street 
Car  Type  Twin  Motored  Coach, 
earrrine:  80  to  110  padenreri. 


ELECTRIC  RAILWAY  JOURNAL 


December  31, 1927 


/ 


TO  shoot  through  the  clouds, 
a  hundred  miles  an  hour 
or  more,  the  aviator  needs  spe- 
cial protective  dressing — ordi- 
nary clothes  won't  do. 

Railway  motors  also  operate 
under  conditions  that  call  for 
more  than  "save-the-surface" 
varnish  for  insulation. 

To  effectually  resist  the  vibra- 
tion, the  moisture  and  the  ex- 
tremes of  heat  and  cold,  the 
insulating  varnish  must  have 
sf>ecial  characteristics.  West- 
inghouse  varnish  No.  335  has 

those  charactenstics.  This  special  var- 
nish IS  an  important  factor  in  Westing- 
house  motor  performance.  Keep  it  on 
hand  for  any  motor  insulation  that  may 
become  necessary  from  time  to  time. 
You  can  buy  it  by  the  can. 


WestinKhouse  Electric  &  Manufactunng  Company 
East  Pittsburgh  Pennsylvania 

Soles  Office*  m  All  Pnaopal  Cities  of 
the  United  States  sod  Foreign  Countries 


Protection 

-  against 
extreme  conditions 


TOUGHER    THAN 
RHINCKiEROS  HIDE 


Westinghouse 

INSULATING  Vamlsh 


»^ftl» 


i(obb:s  buck 

Managing  Editor 

JOHN  A   MILLER.  Jr. 

Associate  Editor 

CLARENCE  W   SQUIEH 
Associate  Edito'' 

CARL  W.  STOCKS 
Associate  Editor 


Charles  Gordon,  Editor 


HENKT  W.  BLAKB 
Senior  Editor 

GEORGE  J.  MaoMURBAT 

News  Editor 

O.  W.  JAME.S.  Jb. 
Assistant  Editor 

PAUL  WOOTON 
Washington  Correspondent 

ALEX  McCALLUM 
Editorial  Representatlra 
London.  England 


Vol.  70 

No.  27 


CONTENTS 


Pages 
1177-1214 


DECEMBER  31,  1927 

Editorials    1177 

Atlanta  Builds  for  Future  With  New  Cars  and 

Better   Service 1180 

Convinced  that  modern  equipment  and  improved  service  will 
ultimately  win  public  patronage  and  support,  the  Georgia  Power 
Company,  in  its  brief  for  the  Coffin  Award,  outlines  the  coura- 
geous policy  that  has  finally  brought  an  upturn  in  the  earnings  on 
its  investment. 

Little  Rock  Issues  Time-Table 1184 

Unusual  Acts  to  Improve  Public  Relations 1 184 

Paris  Revises  Street  Railway  and  Bus  Franchise.  . .  .1185 

By  Henry  W.  Blake. 
City  makes  changes  in  the  method  of  calculating  the  bonuses  for 
good  management  and  economy  of  the  local  bus  and  street  rail- 
way company.  A  25  per  cent  increase  in  fares  caused  some  de- 
crease in  passengers  last  year,  but  a  large  increase  in  gross  and 
net  receipts. 

Safety  Car  Brings  Vital  Message  to  Interstate  Public 
Service  Patrons 1 189 

Australian  Pension  Plans  Discussed 1 190 

Melbourne  study  shows  that  pensions  cannot  be  paid  out  of  fares 
alone — Deferring  payments  is  a  dangerous  expedient. 

Illinois  Central  Has  Steadily  Improved  Its 

Suburban  Service 1191 

By  W.  M.  Vandersi.uis. 

Revenue  Doubled  by  Modernization  of  Porto  Rico 
Railway    1193 

By  Frederick  Krug. 
New  cars  have  been  bought,  some  old  cars  have  been  remodeled 
and  track  has  been  rebuilt.     Polarity  of  electric  distribution  has 
been  reversed. 

California  Commission's  Work 1 195 

Apprentice  Course  Works  Well  in  St.  Louis 1196 

Four-year  course,  with  concurrent  training  in  trade  school,  attracts 
young  men  to  railway  shops.  The  majority  stay  with  company 
after  graduation. 

Street  Railway  Operation  of  Buses  in  Germany.  .  .  .1196 

Maintenance  Methods  and  Devices 1 197 

Grease  Lubrication  for  Brake  Hangers 1197 

By  J.  Ed  Lawless. 

Convenient   Commutator   Slotter 1 197 

Aligning  Carbon  Box  with  Brush-Holder  Studs.  .  .  .1198 

New  Equipment  Available 1 198 

Edgewise- Wound  Resistor 1 198 

Ticket  Printer  for  Use  in  Ticket  Office 1198 

Adjustable  Head  in  New  Spray  Gun 1199 

Association  Activities 1200 

News  of  the  Industry 1201 

Recent  Bus  Developments 1207 

Financial  and  Corporate 1209 

Personal  Mention 1211 

Manufactures  and  the  Markets 1213 


JVhat  Are  the  Prospects 

for  1928 f 


NOW  that  the  old  year  draws  to  a  close  every- 
one's attention  is  focused  on  the  question  of 
what  1928  holds  in  store.  This  is  the  season  when 
prognosticators  reach  the  zenith  of  their  activity. 
Their  past  mistakes  have  been  dimmed  by  the 
charitable  hand  of  time  and  there  is  as  yet  no  way 
of  checking  the  accuracy  of  their  predictions  for 
the  future. 

After  all,  fate  is  inexorable  and  the  pages  of 
the  book  of  time  are  closed  to  human  eyes. 
Expression  of  opinion  as  to  what  the  future  holds 
in  store  is  worthless,  except  in  so  far  as  it  is 
limited  to  an  analysis  of  trends  and  probabilities 
based  upon  accumulated  experience. 

Look  to  the  Annual  Statistical  Number  of  the 
Journal,  which  will  be  dated  Jan.  14,  for  the 
facts  regarding  the  industry's  trends.  There  also 
you  will  find  a  forecast  of  activity  in  1928,  based 
not  on  opinion,  but  upon  the  industry*s  budget 
estimated  from  the  figures  supplied  by  operating 
companies  that  co-operate  in  the  preparation  of 
this  issue. 


McGRAW-HILL  PUBLISHING  COMPANY,  INC 

Tenth   Avenue   at  36th   Street,  New   York,  N.   T. 

New  York  District  Office.   285   Madison  Ar«. 
Jauis  H.  MoGbaw,  Preildent 
Jahbs  H.  McQbaw.  Jr.,  V.-P.  ind  Ttms. 
Malcolm  Muib.  Vice- Preii dent 
Edwaqd  J.  MbbbbNj  Tlce-Freitdent 
Mason  Bb:tton,  Vice- Preildent 
Edgab  Kobak,  Vice-President 
C.  H.  TBOMP80N,  Seerettry 


Wabhinoton: 

Natlonal  Presi  Bulldlnc 
Chioaoo: 

7  S.  Dearbcnm  Street 
Philadelphia: 

1900  Arch  St. 
Clrtbland : 

Guardltn  Biilldlns 
St.  Louis: 

Bell  Telephone  BuUdlnE 
San  Fbancisco: 

883  Mission  Street 
London: 

6  Bourerle  Street.  London.  E.  C.  4 
Member  Associated  Business  Papers,  Inc. 
Member  Audit  Bureau  of  Circulations 
The  annual  subscrlpticm  rate  Is  |4  in  the  United  States,  Canada,  Mezloo,  Alaska. 
Hawaii,  Philippines,  Porto  Rlco,  Canal  Zone,  Hondurit,  Cuba,  Nicaragua.  Peru. 
Colombia,  Bolivia,  Dominican  Republic,  Panama,  El  Satrador,  Argentina.  Brasl), 
Spain,  Uruguay,  Costa  Rica,  Ecuador,  Guatemala,  Chile  and  Paraguay.  Eztra  forelffa 
postage  to  ether  countries  |3  (total  |7  or  29  shillings).  Subscriptions  may  he  aent 
to  the  New  Torfc  office  or  to  the  London  ofBee.  Single  copies,  postage  prepaid  to  anj 
part  of  the  world,   20  cents. 

Change  of  Address — When  change  of  address  Is  ordered  the  new  and  the  old  addrees 
must  be  given,  notice  to  be  receWed  at  least  ten  days  before  the  change  takes  place. 
Copyright,    1937,   by  McOraw-Blll  Publishing  Company,  Inc. 

Published  weekly.  Entered  as  second-class  matter,  June  33,  1908  at  the  Post  OOe* 
at  New  York,  N.  T.,  under  the  Act  of  March  S.   1879.     Printed  In  U.  8.  A. 


Cable  Address:   "Machinist,  N.  T." 
Publishers  of 

Engineerino  N«w»-Reeord 

Amtriean  Uachinitt 

Power 

Chemical  and  Metallurgieal  Bntfinemtnt 

Coal  Ao9 

Engineerirtff  and  A/inmff  /ewfidl 

Ingenieria  Internticional 

Bus  TramvoTtation 
Electric  Ilailwai/  Journal 

Blectrital  World 

Induttrial  Bnpineerinff 

Blectrieal  MerehandMno 

Radio  Retailing 

Corutruction  Methoda 

Blectrieal  Wett 

(Publithed  in  San  Franeitee) 

Ameriean  Machinist — Buroptan  Rditiom 

(Publi9hed  in  London) 


Number  of  Copies  Printed,  6,230 


Advertising  Index — Alphabetical,  42;  Classified,  38,  40,  42;  Searchlight  Section,  37 


ELECTRIC  RAILWAY  JOURNAL 


December  31, 1927 


Fageol  Twin  Coach  of 
the  Pittsburgh  Motor 
Coach  Company.  The 
Twin  Coach  as  well  as 
many  other  7n  o  d  e  r  n 
coaches  is  furnished  with 
the  Westinghoitse  Auto- 
motive Air  Brake,  as 
standard  equipment. 


tJlom  GirBmked  Coaches  for  Pittsburgh 

PERHAPS  in  no  other  city  are  coach  operating  condi- 
tions more  severe.  Heavy  traffic  congestion,  long  hard 
hills,  and  unusual  competition  for  the  right  of  way  have 
made  the  Air  Brake  a  necessity. 

The  Westinghouse  Air  Brake  is  not  new  to  Pittsburgh.  For 
the  past  several  years,  the  Pittsburgh  Motor  Coach  Com- 
pany has  operated  various  makes  of  motor  vehicles,  includ- 
ing White,  Fageol,  Safeway,  and  by  recent  delivery  several 
Fageol  Twin  Coaches,  also  Westinghouse  Automotive  Air 
Brake  equipped.  With  this  array  of  equipment,  under  mod- 
ern brake  control,  the  Pittsburgh  Motor  Coach  Company 
has  been  able  to  set  and  maintain  perfect  schedules  in  spite 
of  the  conditions  under  which  they  serve. 

This  is  just  oner  instance  in  which  the  Westinghouse  Air 
Brake  has  played  an  auspicious  part  ...  A  representative 
from  any  of  our  conveniently  located  offices  will  be  glad  to 
tell  you  of  others  and  go  over  your  braking  problems  with 
you  .  .  .  without  obligation  of  course. 

Hold  your  place  in  traffic  Umes,  get  the  benefits  of  your  full  speed  and 
power,  relieve  drivers  from  undue  physical  exertion,  protect  your  equipment 
from  strain  caused  by  unequal  applications  .  .  .  modernize  with  the 
Westinghouse  Automotive  Air  Brake. 


WESTINGHOUSE  TRACTION  BRAKE  COMPANY 

Automotive  Brake  Division:  WILMERDING,  PENNA. 


6304 


\m 


)MOT]IVE  AM   BMAKES 


'^:zr 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


SENSE 


Sei"vice  betterment,  on  which  increased  rev- 
enue depends,  involves  more  than  just  major 
improvements  in  the  design  of  cars.  Detail  im- 
provements in  operation  and  minor  items  of 
overhead  equipment  are  equally  important. 
"Safety  Crossings"  are  among  these  minor 
improvements  that  loom  large  in  making  bet- 
ter service  a  fact. 


Jo  1926  £niproveiiients  f 

YOU  gain  more  than  protection  against 
dewirements,  stalled  cars,  and  possible 
serious  accidents,  when  you  make  danger- 
ous railroad  crossings  "Safety  Crossings" 
with  the  installation  of  0-B  Trolley  Guard. 
Goodwill,  faster  schedules,  and  lower  operating 
expense  are  additional  rewards. 

These  important  advantages  follow  because  the  instal- 
lation of  Trolley  Guard  shows  a  consideration  for  the 
car  rider's  safety  and  comfort  that  is  not  unnoticed;  and 
because  such  installations  prevent  delays  and  save  time 
at  railroad  crossings,  thus  speeding  up  schedules  and 
reducing  operating  expenses. 

The  low  initial  cost  of  Trolley  Guard — now  20%  less 
than  a  year  ago — makes  its  advantages  available  to  every 
electric  railway.  And  since  Trolley  Guard  is  made  in 
10-ft.  sections,  installation  and  maintenance  expense  is 
also  lower  today.  For  the  new  10-ft.  sections  make  it 
unnecessary  to  form  the  Guard  on  the  job  and  to  put  it 
up  in  one  long  unwieldly  piece.  Formed  at  the  factory 
before  shipment,  the  Guard  reaches  you  with  yokes  and 
end-plates  attached,  ready  to  hang. 

Considering  all  these  advantages  of  Trolley  Guard,  its 
cost  is  a  small  premium  to  pay  for  the  large  return  on 
the  investment.  Therefore  "Safety  Crossings"  may  well 
be  placed  near  the  top  of  your  list  of  improvements 
planned  for  1928.    For  complete  particulars  address 

Ohio  Brass  Company,  Mansfield,  Ohio 

Dominion  Insulator  &  Mfg.  Co..  Limited 
Niagara  Falls,  Canada 


OMcyBfuss  Cb. 


«?ALES 
OFFICES: 


NEW  YORK 
CHICAGO 


PHILADELPHIA  PITTSBURGH  CLEVELAND 

SAN  FRANCISCO  LOS  ANGELES 


PORCELAIN 

INSULATORS 

LINE  MATERIALS 

RAIL  BONDS 

CAR  EQUIPMENT 

MINING 

MATERIALS 

VALVES 


■<f 


ELECTRIC  RAILWAY  JOURNAL 


December  31, 1927 


Interlocking  brakes  and  doors  by  means  of  the  M-28  Brake 
Valve  with  selective  control,  increases  safety  and  convenience 


Qiving  Impetus  to 

Transportation 

Service 


SPEEDY   transportation   is   vital   to 
present-day  conditions.    Car  riders 
want  it ;  car  owners  need  it. 


An  important  factor  in  the  realization  of 
this  objective  is  the  Safety  Car  Control 
Equipment.  It  brings  economic  advan- 
tages that  warrant  additional  cars  .  .  . 
assures  the  quickest  possible  brake  action 
.  .  .  provides  maximum  convenience 
and  flexibility  in  controlling  entrance 
and  exit  .  .  .  safeguards  operation  by 
interlocking  power,  brakes,  and  doors 
and  by  centralizing  responsibility. 

Safety  Cars  are  giving  a  noteworthy 
impetus  to  transportation  service  on 
hundreds  of  traction  properties. 


SafetyCar Devices  Co. 

OF  St.  Louis,  Ko. 
Postal  and  Olographic  Address: 

WiLHERDING,  PA. 

CHICAGO     SAN  FRANCISCO    NEW  YORK    -WASHINGTON    PITTSBURGH 


Interlocking  the  power  and  brakes  by  means  of  special  controller 

handle  provides  safeguard  against  operator's  inattention 

or  disability 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


TAKING  THE 
BUGS  OUT  OF 
PAVED  TRACK 
CONSTRUCTION 


STEEL  twin  ties  are 
designed  to  elimin- 
ate paved  track 
troubles-  and  like  most 
successful  designs,  they 
•are  extremely  simple. 
Right  there  is  the  secret 
(or  is  it  a  secret?)  of 
Twin  Ties'  success. 


Steel  Twin  Ties  on  Seneca  St.,  Buffalo 


And  in  eliminating  such 
maintenance  problems  as  spreading  rails,  rotted  ties,  pavement  break- 
downs, weakened  joints,  cracked  foundations  and  the  like,  we  have 
added  many  strengthening  features.  Twin  ties  become  as  much  a 
part  of  the  foundation  as  the  concrete  itself. 

Add  to  all  this  the  initial  economy  of  using  Steel  Twin  Ties  and  there 
is  but  one  course  to  follow  in  planning  your  1928  extension  or  rehabili- 
tation campaign. 

Write  today  for  delivered  prices. 


THE  INTERNATIONAL  STEEL  TIE  CO, 

CLEVELAND,  OHIO 


Steel  Twinlie  Track 

THE   BASE   OF   MODERNIZATION 


8 


ELECTRIC  RAILWAY  JOURNAL 


December  31, 1927 


J-- 


Some 

communities 

served  by 


66 


">U 


Augusta,  Ga. 

Helena,  Mont. 
Miami,  Fla. 

Durham,  N.  C. 

Trenton,  N.  J. 
New  Orleans,  La. 

Hampton,  Va. 

Sheffield,  Ala. 

Danville,  Va. 
Greenville,  S.  C. 


^. 


99 


-r 


buy  cars  that  create 
the  desire  to  ride — 

and  to  repeat  a  comfortable  ride — 

buy 

Cars 

Their  extreme  safety,  attractive  appear- 
ance and  unusual  comfort  make  them  a 
welcome  asset  in  any  community. 

And  on  the  basis  of  lower  operating  costs 
and  maintenance  expense,  "Thomas-Built" 
Cars  have  certainly  proved  their  worth. 

Note  the  list  of  prominent  installations — 
typical  of  the  many  other  cities  being 
served  by  "Thomas-Built"  Cars. 

What  you  may  expect  "Thomas-Built" 
Cars  to  accomplish  for  you,  might  be 
demonstrated  with  figures  of  what  they 
have  accomplished  on  other  well-known 
electric  railways.  Shall  we  send  you  these 
figures? 


PERLEY  A.  THOMAS  CAR  WORKS 

High  Point.  N.C. 


December  31.  1927 


ELECTRIC  RAILWAY  JOURNAL 


Jn  ihe  Good  0/d  Dat/w 


'  7/V'  "V 

// K'       KEYSTONE       <^ 

If  if  '"OLLcrcurcHtR  \r 


Keystone  Trolley  Catchers 

Trolley  catchers  are  for  use  on  railway  care  to 
"catch'*  the  trolley  pole  when  it  leaves  the  wire. 
Their  construction  enables  these  catchers  to  "catch" 
the  pole  an  instant  after  it  "flies,"  saving"  the  "bang- 
ing-" of  the  overhead  structure  and  the  resulting^  wear 
and  tear  and  expense  involved  for  repairs  and  delays 
in  service. 


Many  a  wreck  was  made  of  the  overhead  system  when  a  trolley 
pole  jumped  the  wire.  For  there'd  be  a  resounding  smack  and  the 
wire  would  come  tumbling  down.  And  what  the  motorman  said 
was  never  fit  to  print.  Not  to  mention  the  cost  to  the  company 
in  tied  up  service,  repair  bills  and  other  items  that  eat  into  profits. 

There's  no  such  trouble  nowadays  when  Keystone  Trolley  Catchers 
are  used.  They  catch  the  pole  with  the  speed  and  precision  that  a 
baseball  catcher  picks  off  a  foul  tip.  The  only  delay  is  the  minute 
the  motorman  takes  to  put  the  trolley  back  on  the  wire. 

Other  items  that  cut  down  costs  and  sell  more  rides  are  fully  de- 
scribed and  illustrated  in  Catalog  No.  7.    Write  us  for  your  copy. 

Home  offics  and  plant  at  17th  &  Cambria  StB.,  PHILADELPHIA: 
District  omces  at  230  So.  Clark  St.,  CHICAGO;  50  Church  St..  NEW 
YORK;  Bessemer  Blder..  Pittsburgh:  88  Broad  St..  Boston;  General 
Motors  BIdgr..  Detroit:  318  N.  Washlngrton  Ave..  Scranton;  Canadian 
Agents.  Lyman  Tube  &  Supply  Company,  Ltd.,  Montreal,  Toronto. 
Vancouver. 


^MC 


.|IPPM£< 


MANUFACTURER  OF  RAILWAY.  POWER 


AND  INDUSTRIAL  ELECTRICAL  MATERIAL 


10 


ELECTRIC  RAILWAY  JOURNAI- 


Decembcr  31,  1927 


HIGH  SPEED 
and  SAFETY 


WHEN  YOUR  interur- 
ban  cars  are  dipping 
off  the  miles  at  a  high  speed 
you  want  to  know  that  you 
have  safeguarded  your  pa- 
trons and  your  reputation. 
"Standard"  rolled  steel 
wheels  are  built  to  stand  up 
with  the  maximum  of  safety 
under  all  conditions. 


also 

Axles 

Armature  Shafts 

and 

Springs 


STANDARD  STEEL 
WORKS  COMPANY 

PHILADELPHIA,  PA. 


CHICAGO 
ST.  LOUIS 
NEW  YORK 


BRANCH  OFFICES 
HOUSTON 
PORTLAND 
RICHMOND 
MEXICO  CITY 


SAN  FRANCISCO 
ST.  PAUL 
PITTSBURGH 


WORKS:    BURNHAM,  PA. 


rurnm^  a 


ty  Defid 
into  a  Public  Utility  Profit 


-^■-^-*^- "'"'-=•*-■  - 


I 


I- 


■r 

anoui 


ACHES 


liry  Power  &  Transportation  Co^, 


Danbury,  Conn* 


f^-1^.^-'.     U"  ll'J 


Uheif  did  it  in 


AVERAGE    AVERAGE 
MONTH      MONTH 

of  Street  Car      of  Motor  Coach 
Operation  Operation 

Year  1925         9  Months,  1927 

grating  I  $12,299.62     $11,680.14 
^*^«  j    10,566.64         7,694.65 

Depreciation  [  0.0  821.39 


791.67 


643.30 


Net  

I'Some"'     $941.31   $2,520.82 


DANBURY-CONN. 


iflttH 


dK 


O 


ANBURY  was  faced  with  a  serious  transportation  problem — a  problem 
that  finds  its  duplicate  elsewhere.  Street  car  patronage  was  constantly- 
declining.  Track  and  rolling  stock  were  in  bad  condition  and  the  operat- 
ing company  could  not  hold  their  patronage  because  they  could  not  sell 
transportation.    Financial  conditions  made  it  impossible  to  rehabilitate. 

In  1924,  A.  William  Sperry,  transportation  and  managing  engineer,  was 
employed  by  the  bond  holders'  committees  to  examine  the  property  and  make 
recommendations  for  improving  service.  On  November  19,  1926,  the  company 
was  reorganized  and  Mr.  Sperry  was  made  Vice  President  and  Manager  with 
instructions  to  carry  out  the  recornmendations  he  had  suggested.  Shortly  there- 
after, street  car  service  was  abandoned  and  a  100  per  cent  motor  coach  operation, 
using  Yellow  Coaches,  was  effected.  The  substitution  was  complete.  Since  then, 
not  a  street  car  wheel  has  turned  in  Danbury. 

Operating  expenses  decreased  27% 
Net  income  increased  267% 
Investment  decreased  70% 

And  the  Danbury  Power  85  Transportation  Company  owns  outright  their 
garage,  repair  shop  and  offices  and  have  properly  included  organization  expense 
in  their  investment  account. 

Today,  after  thorough  test  and  comparison,  the  operation  shows — 

That  all  passenger  requirements  in  a  normal  American  factory  city  of  30,000 
can  be  successfully  and  profitably  met  by  motor  coaches,  and  in  this  case,  without 
change  in  normal  street  car  fare. 

That  in  such  a  city,  motor  coach  operation  requires  less  than  one-third  the 
investment  necessary  for  street  car  operation. 

That  a  well  managed  but  financially  unsuccessful  street  car  operation  can  be 
completely  replaced  by  motor  coach  service  and  earn  a  satisfactory  profit. 

That  efficient,  up-to-date  management,  equipment  of  proper  capacity  and 
construction  and  carefully  planned  maintenance  work  will  win  public  approval 
and  gratifying  financial  results. 

That  a  completely  motorized  service  permits  the  serving  of  sparsely  settled 
territory  not  formerly  reached  by  street  car  service  and  the  absorption  of  the  losses 
incurred  in  such  service. 

Danbury  rush  hour  demands  are  the  same  as  in  any  normal  factory  city  of 
comparable  size.  Street  paving  conditions  were  unusually  good  in-so-far  as  the 
street  car  company  was  concerned  and  much  of  the  track  was  laid  in  the  open 
jDetween  two  paved  lanes. 

They  did  it  in' Danbury!    "And  how"  is  shown  on  the  next  page. 


'imsfiu 


at  the 
DANBURYFAIR 


Every  year,  in  October,  Danbury  has  a  Fair,  held  on  the  outskirts  of  the 
city.     During  Fair  Week,  the  population  of  Danbury  is  increased  75%. 

Formerly,  the  street  car  line  running  to  the  Fair  grounds  was  woefully 
inadequate  to  carry  the  crowds.  This  year,  Yellow  Coaches  handled 
the  demands  of  mass  transportation  without  a  hitch.  During  the  rush 
periods,  Yellow  Coaches  left  the  Fair  grounds  on  a  schedule  of  less  than 
three  minutes  without  interrupting  regular  service.  From  a  normal  daily 
passenger  carriage  of  approximately  3,900  on  all  lines,  over  9,304  people 
were  carried  during  one  day  of  the  Fair.  And  during  the  entire  week,  with 
every  unit  for  equipment  in  constant  use,  there  was  only  one  case  of 
mechanical  trouble  for  the  entire  fleet. 


NTERESTING  Revenue  and  Statistical 
Figvires  covering  the  operation  of  Yellow 
Coaches  for  the  first   nine  months  of  this 


year,  from  January  1  to  September  30. 


9  Months 

Per  Coach 

Item 

Period 

Mile 

Operating  Revenue 

$105,121.25 

28.44 

Operating  Expense 

76,644.15 

20.73 

Taxes 

5,789.47 

1.57 

Net  Operating  Income.    . 

22,687.63 

6.14 

Revenue  Passengers 

1,078,058 

Transfer  Passengers 

122,855 

Passenger  Revenue 

$103,971.55 

Average  Fare 

9.6 

Route  Miles  Operated.. . . 

17.5 

Total  Mileage 

369,627  miles 

OPERATING  COSTS 

^m                  Covering   the   operation 

of  Yellow 

^■i^^         Coaches  for 

the  first  nine 

months  of 

S^^^^^        this  year,  from  January  1  to  Septem- 

m^m          ber 

^^ 

9  Months     ] 

Per  Coach 

Item 

Period 

Mile 

Drivers 

$21,128.65 

5.72 

Gas  8b  Oil 

10,366.63 

2.80 

Garage  Labor  &  Expense. 

6,525.09 

1.77 

Superintendence  8b  Misc.. 

3,159.74 

.85 

Total  Transportation . . 

$41,180.11 

11.14 

Maintenance  of  Buildings 

8b  Equipment 

Depreciation 

Total  Maintenance .... 

General  Officers  8b  Office 

Supplies 

Insurance  8b  Damages. . . . 
Legal  6b  Other  Expenses. . 


$9,759.93 
7,392.54 


2.64 
2.00 


$17,152.47       4.64 


$7,720.00 
9,027.43 
1,564.15 


Total  General $18,311 .57 

Grand  Total $76,644 .  15 


2.09 

2.44 

.42 

4.95 
20.73 


YELLOW  TRUCK  85  COACH  MANUFACTURING 

SUBSIDIARY  GENERAL  MOTORS  CORPORATION 

5801  WEST  DICKENS  AVENUE,  CHICAGO,  ILL. 


December  31,1927 


ELECTRIC  RAILWAY  JOURNAL 


15 


16 


ELECTRIC  RAILWAY  JOURNAL 


December  31.  1927 


Building  or  mere 


The  Four  Features  of 

Balanced  Design  are 

the   Cardinal  Points 

-.    of  Today's  Demand!  y- 


wii/,  SAFETY ^ 


/ 


ivdhCQmQ^ji 


a, 


mWCOST^     W^STKENGTfl 


-/ 


December  31,  1927  ELECTRIC  RAILWAY  JOURNAL  17 


ly  rebuilding? 


The  difference  is  important  to  future-minded  electric 
railway  operators.  The  one  implies  leadership,  the 
other  an  effort  to  "follow  the  crowd." 

We  of  the  Cincinnati  Car  Company  are  earnestly  en- 
deavoring to  build  a  leadership  standard  into  the  elec- 
tric car  of  today  and  tomorrow. 

We  have  established  a  principle  of  car-building, — 
BALANCED  LIGHTWEIGHT  DESIGN,— which 
brings  every  step  in  the  building  of  the  modern  car 
under  one  thoroughly  competent  supervision. 

We  have  capitalized  long  truck  building  experience 
to  develop  three  of  the  most  advanced  types,  at  pres- 
ent available,  the  Cincinnati  Lightweight  City-type 
Truck,  the  Cincinnati  Lightweight  High-Speed  In- 
terurban-Truck,  and  the  Cincinnati  Cast  Aluminum 
Frame  Worm-Drive  Truck. 

We  have  developed  and  perfected  the  Duplex  Air 
and  Magnetic  Brake  for  both  city  and  interurban 
service.  Furthermore  we  have  installed  in  our  plant 
the  most  efficient  low-cost  "mass  production"  ma- 
chinery. 

If  you  too,  as  an  operator,  are  interested  in  building 
rather  than  rebuilding,  we  can  work  together  to  our 
mutual  benefit.  Bear  in  mind  that  every  installation 
of  Cincinnati  NEW  Lightweight  Cars  made  to  date 
has  been  successful. 


Cincinnati  Car  Company,  Cincinnati,  Ohio 

CINaNNATI 
r>'S^°  CARS 

-still  a  step  ahead  of  the  modern  trend 


mf  . 


18 


ELECTRIC  RAILWAY  JOURNAL 


December  31.  1927 


V5,       *    ^ 


•-in  Jamestown,  N.  Y. 

With  good  track,  the  light-weight,  one-man,  single 
truck,  safety  car  is  without  competition  in  economical 
transportation. 

That  cars  of  this  type,  whose  greatest  utility  is  confined 
to  cities  of  less  than  100,000  population  where  auto- 
mobiles make  greatest  inroads  on  operating  revenue, 
should  meet  transportation  needs  profitably  is  a 
remarkable  tribute  to  the  industry. 

The  Jamestown  Street  Railway,  Jamestown,  N.  Y.,  had 
faith  in  such  cars — products  of  the  Quality  Shops — and 
increased  revenue  7%  in  eight  months — and  this  in 
spite  of  the  increased  first  cost  of  de  luxe  equipment. 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


i9 


20 


ELECTRIC  RAILWAY  JOURNAL 


December  31, 1927 


3uy  by  the  Book 

jor  original  equipment  quality 


Your  G-E  Renewal  Parts 
Catalog  gives  you  exact 
ordering  information  for  all 
parts,  insuring  duplication 
of  the  originals.  Your  G-E 
Railway  Supply  Catalog  is 
a  guide  to  modern  equip- 
ment standards,  and  can  be 
consulted  to  advantage  in 
connection  with  your 
modernization  program. 


To  obtain  renewal  parts  that  fit;  to  obtain  exact 
duplicates  of  the  originals,  in  quality  and  work- 
manship; to  be  certain  of  a  life  equal  to  that 
of  the  originals,  order  from  the  equipment 
manufacturer. 

Your  G-E  Renewal  Parts  Catalog  was  prepared 
individually  for  you  in  order  to  help  you  carry 
out  this  policy — the  only  safe  policy. 

Bu^  by  your  book. 


GENERAL  ELECTRIC 


Electric  Railway  Journal 

Consoltaalton  oj  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Publishing  Company,  Inc. 

Charles  Gordon,  Editor 


Volume  70 


New  York,  Saturday,  December  31, 1927 


Number  27 


Overlapping  Sectional  Meetings 
Cut  Attendance 

ON  SEVERAL  occasions  the  Journal  has  called 
attention  to  the  overlapping  of  sectional  association 
meetings.  During  the  month  of  January  there  are  sched- 
uled four  such  meetings,  each  of  which  interferes  with 
one  or  more  of  the  others.  This  is  undesirable  from 
several  standpoints,  most  important  of  which  is  the  reduc- 
tion of  attendance  at  the  meetings  themselves. 

Manufacturers  in  particular  suflfer  from  this  unfor- 
tunate circumstance.  Instead  of  covering  several  sec- 
tional meetings  by  routing  a  man  so  as  to  attend  them  on 
one  trip,  it  frequently  becomes  necessary  to  send  out 
several  men  for  long  distances,  or  to  omit  attendance  at 
one  or  more  meetings.  This  does  not  apply  only  to 
manufacturers.  In  some  instances  alert  operating  or- 
ganizations send  men  outside  the  confines  of  their  own 
territory  to  attend  neighboring  sectional  meetings.  Over- 
lapping dates  discourage  such  a  progressive  policy. 
Again,  there  has  grown  up  during  recent  years  the  desir- 
able practice  of  inviting  officers  or  staff  members  of  the 
American  Association  to  address  sectional  meetings. 
Simultaneous  meetings  in  several  widely  separated  loca- 
tions sometimes  make  it  impossible  for  association 
executives,  who  would  otherwise  do  so,  to  lend  this  desir- 
able co-operation. 

In  the  last  analysis,  offending  associations  are  them- 
selves the  greatest  sufferers  from  carelessness  in  setting 
meeting  dates.  In  rare  instances  these  dates  are  fixed  in 
the  association's  constitution  or  by-laws.  When  that  is 
so  there  seems  to  be  no  good  reason  why  two  overlapping 
associations  should  not  take  up  this  matter  with  each 
other  and  agree  upon  changes  to  be  made  in  their  con- 
stitutions at  the  first  opportunity.  Most  conflicts,  how- 
evef,  are  attributable  to  lack  of  proper  checking  when  the 
dates  for  meetings  are  fixed  by  executive  committees. 

The  Journal  has  endeavored  to  aid  in  relieving  this 
situation  through  publication  every  week  of  meeting 
dates  as  promptly  as  they  are  announced.  These  dates 
are  carried  in  the  calendar  every  week  until  the  meeting 
is  held.  The  Journal  will  be  glad  to  co-operate  further 
with  sectional  associations  by  answering  promptly  any 
inquiries  regarding  conflicting  dates  at  the  time  a  sectional 
meeting  is  being  planned. 


Regulation  of  Interstate  Motor  Carriers 
an  Issue  Again 

CONGRESS  again  has  before  it  the  question  of  the 
regulation  of  buses  and  trucks  engaged  in  interstate 
commerce.  The  two  bills  so  far  presented  are  the  so- 
called  Parker  and  Dennison  measures,  but  the  House 
committee  on  interstate  and  foreign  commerce  will  not 
act  on  any  bill  until  the  report  of  the  Interstate 
Commerce  Commission  on  Docket   18,300  is  presented. 


Oral  argument  on  the  commission's  docket  is  now  set  for 
Feb.  10. 

Opinion  appears  to  be  as  divided  as  ever  about  the 
need  of  regulation  and  the  methods  that  should  be 
adopted  to  bring  the  interstate  carriers  within  regulative 
purview  greater  than  that  afforded  the  states  at  present 
through  the  exercise  of  their  police  powers.  The  far- 
fetched view,  perhaps,  is  that  need  for  regulation  does 
not  exist.  The  saner  view  is  the  one  which  has  as  its 
object  a  measure  of  regulation  that  w'lll  not  have  the 
efliect  of  strangling  the  development  of  the  industry. 
Each  plan  so  far  advanced  has  its  able  advocates.  There 
may  be  good  reasons  for  the  advocacy  of  the  plan  of 
conferring  jurisdiction  on  the  local  commissioners,  with 
the  I.C.C.  as  a  court  of  last  resort  only  in  the  event  that 
matters  in  dispute  cannot  be  otherwise  settled. 

It  is,  of  course,  too  early  to  attempt  to  predict  the 
probable  outcome.  The  position  of  the  electric  railways 
in  the  matter  has  been  stated  in  their  brief.  If  the  opinion 
of  Interstate  Commissioner  Esch  is  a  criterion,  then  that 
body  is  not  in  sympathy  with  the  idea  that  regulation  of 
the  interstate  bus  carriers  should  be  deferred.  According 
to  him,  had  Congress  regulated  traffic  by  rail  carrier  years 
earlier  much  of  the  time  and  labor  of  the  I.C.C.  might 
have  been  avoided,  and  many  actions  now  brought  to  the 
commission  for  consideration  might  have  been  obviated. 
Certainly  regulation  is  the  order  of  the  day.  The  many 
electric  railways  that  have  supplemented  their  rail  service 
by  the  operation  of  buses  have  sought  authority  from  the 
states  or  municipalities,  and  it  is  true  that  such  operation 
by  the  electric  railways  is  frequently  subject  to  competi- 
tion from  bus  lines  engaged  in  interstate  business  and 
subject  only  to  the  local  police  power. 

Despite  the  need  of  protecting  the  electric  railways, 
the  steam  lines  and  the  certificated  bus  lines  from 
encroaching  upon  each  other,  it  is  important  that  grave 
injustice  be  not  done  to  one  or  more  of  these  interests. 
Even  a  continuation  of  the  present  unsettled  state, 
deplorable  in  many  of  its  aspects,  is  better  than  ill- 
advised  legislation  that  might  work  hardships  greater 
than  the  evils  it  was  intended  to  correct. 


^ 


Schedule  Speeds  Can  Be  Improved 

CHEDULE  speeds  on  many  electric  railways  have 
^  not  seen  improvement  commensurate  with  the  trend 
of  the  times  or  the  demands  of  the  public.  While  this 
is  true  of  some  large  properties,  it  is  particularly  notice- 
able on  the  smaller  systems.  Unfortunately,  it  is  in  the 
small  cities  that  the  need  for  improvement  is  most  appar- 
ent. As  a  rule,  in  the  small  cities  the  speeds  always 
have  been  lower  than  in  the  large  ones.  It  is  in  the  small 
cities  that  the  opportunity  for  active  competition  by  the 
private  automobile  is  greatest.  The  small  systems  with 
infrequent  service  and  short  runs  do  not,  of  course,  give 
the  opportunities  for  saving  cars  by  speeding  up  that 
are  evident  where  the  headways  are  close  and  the  lines 


1178 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


are  long.  Often  the  remark  is  made  by  a  manager  that 
the  operators  might  just  as  well  be  spending  their  time 
in  dragging  their  cars  over  the  road  as  to  hurry  through 
and  then  loaf  at  the  terminals. 

From  a  standpoint  of  manual  efficiency  this  may  be 
true,  but  from  the  standpoint  of  winning  public  support 
it  is  far  from  correct.  One  of  the  standing  complaints 
of  the  railway  patron  is  that  while  the  street  car  is  mov- 
ing slowly  and  majestically  along  the  street  all  the  other 
traffic  is  passing  by  and  leaving  it  in  the  rear.  Even 
though  it  may  be  proved  that  the  car  gets  to  its  destina- 
tion only  a  minute  or  two  later,  that  does  not  pacify  the 
rider  who  is  annoyed  by  the  slowness  of  the  car.  After 
he  has  had  his  fill  of  it  he  buys  an  automobile.  Soon 
he  joins  the  ranks  of  the  agitators  who  want  the  trolley 
tracks  torn  up. 

As  an  indication  of  how  bad  the  situation  may  be  in 
some  cities,  and  of  how  much  it  can  be  improved,  the 
experience  in  Charleston,  S.  C,  is  worthy  of  note.  Here 
the  schedules  a  few  years  ago  called  for  an  average  speed 
of  7.5  m.p.h.  Contrast  this  with  the  10  to  11  m.p.h. 
maintained  on  some  of  the  largest  metropolitan  systems ! 
Furthermore,  only  77  per  cent  of  the  cars  were  on  time. 
During  the  past  four  years  the  speed  has  been  raised  to 
9  m.p.h.,  an  increase  of  20  per  cent  or  one  minute  out 
of  every  five.  While  the  trainmen  declared  it  couldn't 
be  done,  the  latest  check  showed  that  95  per  cent  of  the 
cars  were  operated  on  schedule.  Most  surprising  of  all, 
the  increase  took  place  while  one-man  operation  was  be- 
ing largely  extended,  and  while  there  was  a  marked  in- 
crease in  traffic  congestion. 

It  is  beside  the  point  to  argue  that  this  required  hard 
work.  Of  course  it  did.  It  required  a  good  organiza- 
tion and  the  co-operation  of  every  employee  from  the 
top  down.  The  big  point  is  that  it  could  be  done  and 
that  it  was  done.  What  is  more,  there  is  no  inherent 
reason  why  similar  results  cannot  be  obtained  in  prac- 
tically every  city  where  the  schedule  speed  is  too  low. 
And  in  the  doing  of  it  there  is  great  reward. 


Changing  Conditions  AflFect  Interurban 
Headlight  Efficacy 

PRESENT  headlight  equipment  of  interurban  cars 
was  designed  principally  to  aid  the  motorman  in  de- 
tecting objects  on  the  right-of-way.  The  headlight 
mounted  atop  the  car  roof  may  serve  its  primary  func- 
tion of  illuminating  the  track  ahead  effectively  for  the 
motorman,  but  it  is  sometimes  ineffective  as  a  warning 
to  the  driver  of  a  highway  vehicle  about  to  cross  the 
track.  The  hazard  of  the  highway  crossing  is  one  of 
growing  seriousness,  both  on  account  of  the  increasing 
number  of  vehicles  and  in  their  greater  speed  and  the 
apparent  recklessness  with  which  that  speed  is  used  by 
the  driver.  Conditions  are  worst  at  night,  particularly 
when  there  are  few  vehicles  on  the  road  and  they  are 
driven  at  breakneck  speed. 

The  motorist  of  today  has  learned  to  interpret  traffic 
dangers  in  terms  of  light  signals.  With  the  advent  of 
the  closed  types  of  automobiles  auditory  warnings  have 
in  a  measure  become  ineffective.  This  is  particularly 
true  during  inclement  weather,  when  the  vehicle  windows 
are  closed  and  the  noises  of  the  wind  tend  to  mask  the 
sound  of  a  warning  signal.  Lights  guide  the  motorist 
through  the  complexities  of  city  traffic,  and  on  the  high- 
way lights  produced  directly  or  by  reflection  mark  road 


curves,  S  turns  and  other  danger  spots.  They  flash  a 
visual  message  that  is  unmistakable  in  its  import. 

Under  certain  conditions  the  beam  from  the  headlight 
on  the  roof  of  an  interurban  car  may  be  out  of  range  of 
the  motorist's  vision.  Observation  of  cars  approaching 
highway  crossings  at  night  under  varying  roadway  con- 
ditions indicates  the  need  for  giving  more  careful  con- 
sideration to  the  position  of  headlights  on  the  interurban 
car  than  has  been  paid  to  the-  subject  in  the  past.  On 
some  properties  cars  which  use  a  brilliant  headlight  on 
the  roof  also  carry  a  second  headlight  on  the  dash.  In 
such  instances  the  practice  has  been  adopted  rather  to 
meet  the  conditions  of  operation  on  city  streets  than 
those  presented  by  highway  crossings  on  the  open  road. 

In  view  of  the  increasing  seriousness  of  the  crossing^ 
hazard,  this  matter  of  headlight  equipment  for  interur- 
ban cars  seems  worthy  of  serious  study. 


Prudent  Stewardship  Indorsed 

CONFIRMATION  of  the  disposition  of  its  earnings 
has  been  rendered  in  favor  of  the  management  of 
the  Third  Avenue  Railway,  New  York,  by  the  United 
States  District  Court.  In  some  respects  the  issues  raised 
in  this  case  appear  to  be  purely  academic,  but  they  are, 
on  the  whole,  much  more  than  one  for  the  technician. 
They  relate  to  the  rights  of  the  management  to  retain 
funds  which  a  holder  of  income  bonds  thought  should 
have  been  applied  to  the  payment  of  interest,  accumu- 
lated to  the  extent  of  27^  per  cent  as  of  Sept.  24.  The 
man  who  sued  sought  to  estop  the  company  from  using 
the  property  of  bondholders  for  capital  purposes  "in 
direct  violation  of  the  trust  indenture  securing  the 
bonds."  The  management  said  that  the  indenture  pro- 
vided that  disbursements  on  the  bonds  were  at  the  dis- 
cretion of  the  directors.  Briefly,  the  position  of  the 
management  was  that  it  was  acting  fully  within  its  rights 
when  it  withhheld  payment  of  interest  so  as  to  conserve 
its  cash  for  use  in  the  emergency  of  the  ever-changing 
railway  situation  in  New  York,  but  particularly  to  meet 
the  contingencies  before  it  in  the  franchise  applications 
then  pending  for  the  right  to  run  buses  in  the  city. 

The  court  has  now  held  that  the  management  did  right 
in  acting  as  it  did.  The  court  apparently  did  not  pass 
upon  the  terms  of  the  indenture  under  which  the  bonds 
are  secured,  but  the  ruling  is  no  less  clear  on  that  ac- 
count. Judge  Knox  held,  in  effect,  that  the  company's 
position  in  the  premises  was  justified,  since  with  the  bus 
lines  in  the  hands  of  an  antagonistic  company  the  routes 
of  the  railway  and  the  bus  company  would  have  been 
sharply  competitive.  The  decision,  however,  is  not  one 
that  might  be  construed  as  conferring  upon  companies 
having  income  bonds  outstanding  the  right  to  pay  or 
withhold  interest  at  will.  That  was  never  the  original 
intention  of  the  income  bond  as  a  financial  device,  and 
any  such  construction  would  indeed  be  detrimental  tO' 
the  income  bond  as  a  very  valuable  form  of  financial 
media.  The  court  merely  ruled  on  the  specific  points 
raised,  saying  that  the  accounting  sought  by  the  plaintiff 
might  show  facts  which  would  entitle  him  to  relief,  but 
that  it  was  not  satisfied,  upon  the  basis  of  the  present 
disclosures,  that  the  plaintiff  should  have  the  injunctive 
relief  he  sought. 

It  would  seem  reasonable  to  assume,  as  has  been 
pointed  out  before,  that  the  holder  of  a  security  of  this, 
kind  labors  under  no  delusion  about  the  type  of  security 
he  is  purchasing.     He  knows  that  financially  its  owner- 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1179 


ship  implies  hazards,  and  those  hazards  are  lessened  for 
him  only  as  the  management  exercises  caution.  It  might, 
it  is  true,  seek  as  soon  as  possible  to  liquidate  any  pay- 
ments that  have  accumulated  and  denude  the  property 
of  cash  so  quickly  as  to  leave  it  again  in  a  position  out  of 
which  grew  the  necessity  for  issuing  the  income  bonds. 
If  it  did  that  knowingly  it  would  not  be  true  to  its  trust. 
Under  the  circumstances  in  the  Third  Avenue  case, 
it  does  not  appear  that  any  decision  could  have  been 
reached  other  than  that  arrived  at  by  the  court.  Cer- 
tainly the  management  in  this  case  was  acting  in  the  re- 
mote interest  of  the  owner  of  the  bond  and  in  so  doing 
"was  protecting  him  and  his  capital.  The  withholding  of 
the  interest  payment  was  merely  incidental  to  the  larger 
and  more  important  one  of  preparing  the  company  to 
cope  with  a  situation  that  arose.  The  attitude  of  the 
company  toward  the  proposition  was  well  advised,  as  the 
court  ruling  indicates. 


Car  Rider's  Viewpoint  Not  Always 
Properly  Understood 

MANY  managers  of  electric  railways  find  that  one 
of  the  most  successful  means  of  providing  the  serv- 
ice that  the  public  wants  is  to  put  themselves  in  the 
place  of  their  patrons.  In  other  words,  the  executive  of 
the  company  himself  becomes  a  regular  passenger  on  his 
own  cars.  Sometimes  the  plan  is  carried  even  farther, 
and  members  of  the  organization  not  directly  connected 
with  car  operation  are  delegated  to  ride  and  to  report  on 
the  desires  of  the  public  as  well  as  possible  sources  of 
irritation  and  plans  for  their  elimination.  When  this 
plan  is  followed  it  tends  definitely  to  keep  the  manage- 
ment away  from  the  frame  of  mind  where  the  officials 
feel  that  they  know  instinctively  what  is  best  for  the 
public,  and  propose  to  run  their  own  roads  regardless  of 
what  the  riders  think  they  want.  When  a  plan  of  this 
kind  is  followed  it  may  make  for  efficient  operation.  But 
there  is  more  than  mere  efficiency  to  operating  a  trans- 
portation system  successfully.  The  service  must  also  be 
convenient  and  comfortable. 

At  times  the  requirements  of  efficiency  in  operation  and 
passenger  convenience  conflict  with  each  other.  Then 
accurate  knowledge  of  the  car  rider's  viewpoint  is  indis' 
pensable.  Determination  of  the  correct  procedure  under 
such  circumstances  cannot  safely  be  left  to  subordinate 
operating  men.  While  the  efficiency — or  the  lack  of  it — 
becomes  a  matter  of  record,  the  effect  on  public  opinion 
is  not  definitely  registered.  For  example,  a  car  turned 
back  short  of  its  regular  destination  to  fill  in  a  gap  in 
the  opposite  direction  shows  up  well  on  the  headway 
record  for  the  day.  But  there  is  no  way  to  chart  resent- 
ment of  the  passengers  compelled  to  change  cars.  Sim- 
ilarly, running  by  waiting  patrons  may  tend  to  correct 
uneven  spacing  of  cars  and  hence  produce  a  good  result 
on  paper,  but  it  produces  an  extremely  bad  effect  on 
public  relations.  Even  the  railway  manager  himself 
would  wax  wroth  if  he  stood  on  the  street  corner  and 
was  passed  up  by  one  of  his  own  cars.  Anyhow  it  would 
be  worth  a  good  deal  to  him  to  try  the  experiment  himself 
and  learn  just  how  it  seems. 

These  efficiency  measures  usually  are  adopted  in  the 
name  of  "the  greatest  good  for  the  greatest  number." 
In  many  instances  their  claim  to  accomplish  that  result 
is  justified.  But  the  individual  passenger  cares  nothing 
about  "the  greatest  good  for  the  greatest  number."  He 
is  thinking  only  of  the  greatest  good  for  himself.    One 


incident  that  inconveniences  him  makes  a  deeper  impres- 
sion than  ten  that  benefit  him.  Often  other  corrective 
measures  can  be  taken  that  will  not  discommode  the 
patrons  of  the  road.  When  it  is  necessary  to  discommode 
them,  every  effort  should  be  made  to  inform  them  of 
the  reasons  for  a  change  from  normal  operation.  By 
so  doing  many  a  friend  can  be  made — and  in  these  days 
good  will  of  the  public,  while  hard  to  evaluate,  is  no  mean 
asset. 


An  Obligation  That  Should  Not  Be 
Assumed  Lightly 

CONSIDERABLE  attention  has  been  given  in  recent 
months  to  plans  for  pensioning  superannuated  em- 
ployees in  all  classes  of  American  business.  Irrespective 
of  the  desirability  on  social  or  moral  grounds,  it  is  a 
movement  that  has  been  gaining  favor  in  many  places. 
Looking  at  it  in  a  dispassionate  way,  it  is  merely  a  plan 
to  force  the  employee  to  save  systematically  whether  he 
will  or  not.  As  it  was  pointed  out  in  the  article  in  this 
paper  for  Dec.  3  by  E.  C.  McDonald,  the  plan  is 
largely  one  for  the  actuary.  With  the  same  accuracy 
with  which  life  insurance  premiums  can  be  calculated,  it 
is  possible  to  determine  the  amount  that  should  be  set 
aside  each  year  to  provide  the  needed  fund  at  the  retire- 
ment age  to  make  payments  to  the  beneficiary  for  the 
remainder  of  his  life.  There  is  no  magic  in  it  and  virtu- 
ally no  guesswork. 

When  such  an  obligation  is  taken  on  by  the  employer, 
by  the  employee  or  both,  it  is  necessary  to  be  certain  that 
it  can  be  carried  through  without  fear  of  failure.  Of 
course,  every  cent  that  is  set  aside  is  saved,  and  nothing 
is  lost,  if  the  money  is  invested  in  such  a  manner  that 
safety  of  principal  is  assured.  It  is  when  questions  come 
up  such  as  those  raised  in  Australia,  which  were  pre- 
sented by  W.  O.  Strangward,  secretary  of  the  Melbourne 
and  Metropolitan  Tramways  Board,  that  a  shadow  of 
doubt  arises  whether  both  parties  to  the  contract  will 
be  able  to  fulfill  their  obligations. 

Mr.  Strangward  points  out  that  the  contribution  of 
the  company  is  really  equivalent  to  deferred  wages,  and 
since  it  must  come  out  of  fares,  it  is  doubtful  if  the  rates 
can  be  raised  sufficiently  to  produce  the  needed  revenue. 
It  is  wrong  to  agree  to  the  payment  unless  the  accruals 
cover  the  entire  term  of  service  of  the  employee,  as 
to  defer  them  would  be  merely  passing  on  to  a  future 
generation  the  duty  of  paying  the  employee,  and  would 
at  that  time  make  the  burden  so  great  that  it  might  be 
irksome.  Even  when  the  payments  are  made  from  the 
beginning  the  amount  is  so  great  that  it  may  cause 
distress.. 

In  fact,  in  Australia  itself  the  question  of  failure  to 
accrue  funds  sufficient  to  care  for  pensions  has  already 
become  apparent.  For  instance,  in  New  South  Wales  the 
amount  to  be  raised  annually  from  employee  contribu- 
tions has  been  reduced  greatly  and  the  deficiency  is  to 
be  made  up  by  the  state.  Even  though  the  plan  has  been 
in  effect  only  a  little  more  than  ten  years,  the  government 
is  short  by  some  £2.000.000  to  £3,000,000,  and  is  plan- 
ning to  refund  the  arrears  over  a  long  period  of  years. 

In  view  of  a  situation  such  as  this  the  greatest  care 
should  be  taken  before  a  pension  system  is  undertaken. 
It  must  be  fundamentally  sound  or  it  will  be  impossible 
to  carry  it  through.  Furthermore,  the  employee  should 
be  given  to  understand  that  it  really  is  a  plan  to  assist 
him  in  emulating  the  ant  and  not  the  grasshopper. 


1180 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


One  of  the  ten  new  interurban  cars  purchased  in  1926.     By  popular 

vote  it  was  named  after  a  veteran  conductor  on 

the  line  who  had  recently  died 


The  seats  on  the  "Peter  Caldwell"  are  of  the  individual  type, 

upholstered  in  real  leather.     The  smoking  compartment 

is  shown  at  the  left 


1 

Here  are  80  old  type  split  frame  heavy  motors  which  were  retired  from  service.    Their  aggregate  weight 

is  111  tons.     They  were  replaced  by  modern  motors  having  an  aggregate  weight  of 

55  tons  or  approximately  50  f>er  cent  of  the  former  weight 


Atlanta  Builds  for  the  Future 

With  New  Cars  and  Better  Service 

Convinced  that  modern  equipment  and  improved  service 
will  ultimately  win  public  patronage  and  support,  the 
Georgia  Power  Company,  in  its  brief  for  the  Coffin 
Award,  outlines  the  courageous  policy  that  has  finally 
brought  an  upturn  in  the  earnings  on  its  investment 


Atlanta  is  doing  more  than  its  share  to  get  rid  of  {he  25,000  obsolete  cars.     Since  1921,  178  cars  have  been 

retired,  176  burned  and  two  given  away 


CONFIDENT  that  new  cars  and,  therefore,  better 
service  are  the  real  answer  to  increased  revenue 
and  the  ultimate  support  of  the  public,  the  Georgia 
Power  Company,  Atlanta,  Ga.,  and  its  predecessor  com- 
pany, the  Georgia  Railway  &  Power  Company,  have  been 
buying  cars  steadily  since  1921,  in  the  face  of  a  declining 
curve  of  earnings  on  the  investment.  Some  idea  of  the 
extent  to  which  the  present  company  believes  in  better 
service  is  gained  from  the  knowledge  that  it  has  spent 
over  five  million  dollars  in  service  improvements  since 
1921,  and  the  budget  for  1927  will  add  more  than  a 
million  and  a  quarter  dollars  to  that  already  invested. 

The  present  operating  executives  took  charge  in  1921 
and  almost  immediately  purchased  33  cars,  followed  in 
1922  and  1923  by  orders  for  twenty  cars  during  each 
year.  In  1925  sixteen  new  units  were  added  and  the 
following  year  saw  seventeen  additional  new  cars  in 
service,  bringing  the  total  to  203  cars  in  1926.  As  re- 
cently announced  in  Electric  Railway  Journal,  the 
company  placed  an  order  this  spring  for  40  more  units, 
which  will  bring  the  new  equipment  total  to  243  cars 
purchased  over  a  period  of  seven  years. 

The  1926  car  orders  place  the  Georgia  Power  Com- 
pany in  the  position  of  having  purchased  nearly  2  per 
cent  of  all  of  the  new  passenger  cars  for  city  use  that 
were  bought  in  the  United  States  during  the  last 
six  years.     The   extensive   car   purchase   program   and 


the  retirement  of  178  old  units  has  reduced  the  average 
age  of  the  passenger  equipment  from  13.6  years  in  1921 
to  8.6  years  in  1926. 

The  schedule  of  retirement  of  old  cars,  most  of  which 
were  more  than  twenty  years  old,  is  as  follows : 


Number 

of  Cars 

Years  Retired 

1921   10 

1922 

1923   20 

1924  12 


Number 

of  Cars 

Years  Retired 

1925  60 

1926  76 

Total  178 


With  the  retirement  of  fourteen  old  cars  this  year  and 
the  placing  in  service  of  the  40  cars  scheduled  for  de- 
livery in  September,  the  average  age  of  all  cars,  city  and 
interurban,  will  be  7.4  years.  For  the  city  cars  only  the 
figure  is  7.7  years.  This  contrasts  with  the  following 
figures:  Dec.  31,  1921,. 13. 5  per  cent  of  the  cars  in  service 
were  less  than  five  years  old.  On  Dec.  31  this  year  the 
rolling  stock  less  than  five  years  old,  210  cars  out  of  449, 
will  be  46.75  per  cent  of  the  total  on  the  property. 

Some  of  the  tangible  results  of  the  improvements 
made  in  Atlanta  may  be  seen  from  a  review  of  operating 
and  revenue  statistics  which  show  the  company's  un- 
swerving faith  in  its  policy  of  concentrating  on  improved 
equipment  and  better  service  as  the  means  of  winning 

1181 


1182 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


1921 


I9'23 


1924 


1925 


I9'2fc 


There  has  been  an  increase  within  recent  years  in  passengers 
per  car-hour  and  per  car-mile 

public  patronage  despite  the  fact  that  until  1926  revenues 
showed  a  downward  trend.  The  per  cent  return  on 
value  of  property  from  1922  to  1926  follows: 


1922 

1923 

1924 

3.03 

2.70 

1.87 

1925 

1926 

1.32 

2.34 

From  this  it  will  be  seen  that  the  company  lost  ground 
steadily  from  1922  to  1925,  but  that  there  has  been  a 
sharp  upward  trend  in  the  return  on  the  investment  be- 
tween 1925  and  1926,  with  the  promise  of  a  further 
climb  during  the  present  year. 

Passenger  Riding  Increased 

The  record  of  passengers  carried  indicates  the  wisdom 
of  the  company's  policy.  The  total  number  of  passengers 
carried  in  1926  was  96,794,273,  as  against  91,358,379  in 
1921.  Revenue  passengers  increased  from  73,611,786  in 
1921  to  75,901,241  in  1926.  Taken  by  years,  the  total 
passengers  carried  were  as  follows: 


1921 91,358,379 

1922 92,172,664 

1923 95,357,117 

*Jitney  competition. 


1924 92,029,437* 

1925 94,636,746 

1926 96,794,273 


The  company's  statement  of  gross  revenue,  total 
operating  revenue,  total  operating  expenses  and  net  oper- 
ating income  before  taxes  for  the  years  1921-1926  in- 
clusive are  given  in  the  accompanying  table. 

On  the  fourteen  lines  in  Atlanta,  where  obsolete  cars 
have  been  replaced  by  new  cars,  there  has  been  an  aver- 
age increase  in  patronage  of  4.73  per  cent  within  three  to 
six  months  following  the  installation  of  the  units  in 
service.  The  average  increase  on  the  balance  of  the  sys- 
tem during  this  period  was  only  0.772  per  cent.  In  the 
matter  of  increased  riding  as  the  result  of  new  cars  there 


is  cited  one  route  on  which  the  installation  of  the  new 
cars  was  followed  by  a  business  increase  of  21.4  per  cent 
for  six  months  as  compared  with  the  corresponding 
period  in  the  preceding  year.  On  another  route  13.5 
per  cent  increase  was  obtained,  while  the  system  increase 
was  1.8  per  cent.  Increases  of  about  13  and  12  per  cent, 
respectively,  are  shown  on  two  other  routes  following 
the  installation  of  new  cars. 

One-Man  Cars  Successful 

W^hen  making  its  new  car  purchases  the  Atlanta  com- 
pany determined  to  give  the  one-man  car  a  thorough  test, 
a  decision  that  has  been  productive  of  splendid  results, 
both  from  the  standpoint  of  increasing  the  car  men's 
wages  and  solving  the 
great  Southern  prob- 
lem of  race  separation. 
Reduction  of  accidents 
also  is  attributed  to 
the  introduction  of  this 
type  of  car,  which  the 
company  placed  in 
service  during  1925. 

At  present  110  units 
in  operation  are  ar- 
ranged for  one  -  man 
operation  and  the  40 
new  cars  to  be  delivered  this  month  are  of  this  same  type. 
Twenty  additional  cars  which  permit  of  ready  conversion 
to  this  type  will  be  changed  during  this  year.  One-man 
operation  is  used  on  all  interurban  lines  and  during  rush 
hours  32  per  cent  of  the  service  is  of  this  nature.  The 
management  has  found  a  $1,700  per  car  annual  platform 
expense  saving  in  one-man  operation  over  two-man  oper- 
ation. After  deducting  interest  charges  and  depreciation, 
approximately  $720  per  car  per  year  has  been  saved.   This 


;fi 


1 

__ 

ntage  of 
7  on  valL 

— 

—retun 

e- 1 

^ 

—of  property — 

— 

'*"**^, 

'^ 

s 



X 



X 

J 

\ 

/ 

N 

^ 

/ 

-^^ 

y^ 

1922 


1923 


?924 


1925 


1926 


The  percentage  return  on  the  value 
of  the  property  is  tending  upward 


1921 


1922 


I92J 


1924 


1925 


192b 


The  line  showing  pay  passengers  carried  has  had  a  slow 
but  continuous  growth 


GROSS  REVENUE,  OPERATING  EXPENSES  AND  INCO.VIE,   1921-26,  GEORGIA  POWER  COMPANY 
1921  1922  1923  1924  I92S 

GroM  revenue  from  transportation $5,160,784.85  $5,106,816.38  $5,244,204.79  $5,043,959.27  *5,J'^.?j?-^9 


Total  operating  expenses. 

Net  operating  income  before  taxes. 


3,536.691.18 
1.624,093.67 


3,680,186.48 
1,426.629.90 


3,834,575.28 
1,409,629,51 


3,767,554,67 
1,267,404.60 


3,867,033.58 
1.267,885.02 


1926 

$5,257,314.73 
3.893,125,01* 
1,364.189.72 


*  Includes  $  1 29,459. 05  retirement  expense  and  $43,500  rental  of  equipment,  a  total  of  $  1 72,959. 05  not  charged  to  operating  expenses  in  previous  years. 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1183 


saving  is  allocated  to  give  50  per  cent  to  the  public  in  ad- 
ditional service,  25  per  cent  to  operators  in  increased 
wages  and  25  per  cent  to  the  company  in  increased 
earnings. 

Every  one  familiar  with  the  race  question  in  the  South 
knows  that  it  is  difficult,  especially  where  congestion  is 
present.  The  one-man  cars  adopted  by  the  Georgia 
Power  Company  have  the  treadle  step  rear  door 
mechanism.  This  has  reduced  race  contact  materially 
and  has  brought  forth  unqualified  praise.  With  fear 
door  operation  there  is  no  definite  dividing  line  separat- 
ing sections  of  the  cars  to  be  used  exclusively  by  each 
race.  The  practice  is  for  the  negroes  to  occupy  the  seats 
from  the  rear  forward,  and  the  white  patrons  vice  versa. 
Although  at  first  it  was  found  that  the  one-man  type  was 
productive  of  more  accidents,  familiarity  of  the  public 
and  trainmen  with  the  new  cars  has  grown  to  such  an  ex- 
tent that  in  April,  1927,  accidents  on  one-man  cars  were 
just  about  equal  to  those  on  two-man  cars. 

Perhaps  one  of  the  most  interesting  phases  of  the  one- 
man  situation  in  Atlanta  was  the  lack  of  opposition  en- 
countered when  this  type  of  unit  was  first  placed  in  serv- 
ice. The  company  took  a  novel  means  of  introducing 
them  to  the  public.  This  consisted  of  a  contest  to  decide 
what  color  scheme  the  public  liked  best.  Two  of  the 
cars  were  painted  in  the  proposed  new  colors,  green  and 
cream  and  red  and  cream.  One  of  the  older  cars  was 
painted  in  solid  green,  the  former  color  standard.  These 
sample  cars  were  placed  in  front  of  the  company's  build- 
ing and  the  public  was  invited  to  cast  ballots,  the  result 
being  that  more  than  20,000  ballots  were  cast  for  the 
green  and  cream  color  scheme. 

Among  the  203  new  cars  purchased  since  1921  are  100 
double-truck,  four-motor  safety  cars,  with  safety  air 
brake  equipment,  door  engines  and  treadle  mechanism. 


GARS 

Stopping  Here 

DECATUR     ST 
t.fAlll-6RANT  PK 

WIST    FAIR 
60LDIER1S    HOMl 

MSOAMlll    ST 


Car  Itop  sign,  with  informntion  on  routes  passing  that  point, 
attached  to  buttress  of  loading  platform 

There  are  40  double-end  cars  with  automatic  couplers 
and  air  brake  equipment  for  two-car-train  service.  Ten 
cars  are  of  the  single-end  safety  type  with  automatic 
couplers  and  air  brake  equipment  for  two-car-train  serv- 
ice. Another  twenty  units  are  double-truck,  double-end. 
two-man  cars  with  straight  air  brake  equipment  and 
equipped  with  door  engines  and  pneumatic  control. 

Replacement  of  ten  old  type  interurban  cars  with  light- 
weight one-man  cars  brought  about  a  total  reduction  in 
-ar  weight  from  315  tons  to  189  tons.    All  the  new  units 


The  low-floor,  front-entrance  type  of  one-man  car  which  was 
recently  put  in  service 

have  cheerfully  finished  interiors,  wide  aisles  and  thermo- 
static heat  control..  In  the  new  interurban  cars  the 
de  luxe  appointments  are  much  in  evidence.  Besides 
leather-upholstered  individual  seats  the  cars  are  provided 
with  smoking  compartments,  generously  upholstered  arm 
rests,  foot  rests,  dome  lighting,  parcel  racks  and  ticket 
holders.  On  both  the  city  and  interurban  units  the  side 
sheathing  and  door  pockets  are  insulated  with  cloth  and 
covered  with  canvas  as  a  noise  prevention  feature. 

With  the  exception  of  the  cars  purchased  in  1921  all 
of  the  units  have  26-in.  wheels,  insuring  a  comfortable 
step  from  the  street  level.  Cars  purchased  in  1925  and 
1926  and  those  now  on  order  are  of  the  same  general 
design  with  the  exception  of  twenty  of  the  1925  order, 
which  were  so  designed  as  to  make  them  easy  of  con- 
version to  one-man  operation.  The  popular  type  car  in 
Atlanta  is  a  48-passenger,  46-ft.  x  8-ft.  car  with  50-in. 
front  door  opening  and  32-in.  rear  door  opening.  Elec- 
trical equipment  consists  of  35-hp.  motors.  K-75  low 
type  control,  line  breakers  and  safety  air  brakes.  The 
new  interurban  cars  seat  52  passengers  and  weigh  37,800 
lb.  They  are  double-truck,  four-motor  units  and  have 
PC  multiple-unit  control  for  train  operation  and  are 
equipped  with  Tomlinson  couplers.  The  two-car  trains 
have  a  seating  capacity  of  111. 

This  rolling  stock  serves  a  city  system  of  21  routes, 
thirteen  of  which  are  through  routes.  The  remaining 
lines  terminate  in  the  downtown  business  district.  In  all, 
the  Georgia  Power  Company  operates  1 14  one-man  cars, 
239  two-man  cars  and  22  trailers  in  regular  passenger 
service.  It  has  a  reserve  of  26  single-truck  cars,  24 
double-truck  open  units  for  baseball  and  other  special 
services,  bringing  the  total  to  425  units.  This  is  exclusive 
of  the  40  one-man  cars  now  being  constructed.  Two  inter- 
urban lines  are  operated,  one  to  Stone  Mountain,  Ga.,  the 


1184 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


site  of  the  gigantic  Confederate  memorial ;  the  other,  the 
Atlanta  Northern  Railway,  runs  to  Marietta,  Ga.  There 
are  85*817  miles  of  double  track  and  49.919  miles  of  single 
track  in  Atlanta.  The  Stone  Mountain  single-track  line  is 
approximately  10  miles  long  with  turnouts.  On  the  line  to 
Marietta  there  are  slightly  over  14  miles  of  single  track 
and  a  mile  of  double  track. 

Service  Improved  by  Faster  Operation 

Several  measures  for  evaluating  the  service  improve- 
ments in  Atlanta  are  available.  In  1923  the  average 
speed  in  miles  per  hour  was  9.18  as  compared  to  9.77 
m.p.h.  in  1926.  There  has  been  an  increase  in  the  aver- 
age operating  speed  from  9.47  m.p.h.  in  1923  to  10.5 
m.p.h.  in  1926.  As  a  corollary  to  the  increase  in  speed 
there  has  been  a  marked  reduction  in  schedule  failures. 
In  1926  the  loss  from  schedule  speed  was  4.54  per  cent 
as  compared  with  8.63  per  cent  in  1923.  The  following 
tabulation  is  of  interest: 


operating  speeds  in  miles  per  hour, 

GEORGIA  power  COMPANY 

1923           1924  1925  1926 

Revenue  operating  speed 9.47         10.00  10.47  10.50 

Schedule  speed 9.28           9.54  9.78  9.81 

Actual  speed 9.18           9.45  9.73  9  77 

LoiB  from  schedule 0.10           0.09  0.05  0.04 

Per  cent  of  loss  from  schedule 8.63           9.45  5.12  4.54 


Again,  the  eflFect  of  better  and  more  up-to-date  cars 
was  a  substantial  increase  in  the  total  seat-miles  and  in 
the  average  seat-miles  per  car-mile. 


SEAT-MILES  OPERATED,  GEORGIA  POWER  COMPANY 

Total  Per  Car-Mile 

1921 506,283,880  37.55 

1922 501,245,891  37.50 

1923 516,894,356  37.70 

1924 5^,855,915  38.30 

1925 525,528,959  40.30 

1926 573,757,570  43.33 


Improved  equipment  in  Atlanta  brought  about  a  large 
decrease  in  service  interruptions  resulting  from  pull-ins. 
The  car-miles  per  pull-in  in  1926  were  26.041.  as  against 
3,002  in  1921,  and  the  average  number  of  daily  pull-ins 
last  year  was  1.39,  compared  to  13.2  in  1921.  An  im- 
portant factor  in  getting  these  results  is  a  rigid  inspec 
tion  and  overhauling  program  maintained  by  the  equip- 
ment department.  The  criterion  for  overhauling  is  the 
life  of  the  armature  bearings.  Cars  with  Westinghouse 
No.  68  and  GE-67  motors  are  overhauled  every  40,000 
miles.  Those  with  Westinghouse  No.  101,  306,  307,  514 
and  GE-80  every  50,000  miles  and  units  with  Westing- 
house 548,  GE-201  and  GE-265-A  are  overhauled  every 
60,000  miles.  Overhauling  is  extended  to  controllers, 
line  breakers,  trolley  bases,  resistance  cables,  governors, 
door  engines  and  circuit  breakers,  which  are  checked  up 
and  cleaned. 


through  operators  and  at  cashier  windows  where  street 
car  tokens  are  sold. 

Pictures  of  places  of  interest  are  shown  in  the  booklet 
for  the  benefit  of  sightseers.  They  include  the  old  State 
House,  the  new  State  Capitol,  the  Missouri  Pacific  station 
and  the  Memorial  Bridge  across  the  Arkansas  River. 
The  schedule  has  created  much  interest  and  has  proved 
valuable  to  many  patrons. 


Little  Rock  Issues  Time-table 

WHILE  the  Little  Rock,  Ark.,  electric  railway  is 
primarily  a  street  car  system  without  long  inter- 
urban  connections,  it  has  published  a  time-table  of  its 
various  routes,  grouping  separately  the  weekday,  Satur- 
day and  Sunday  schedules,  and  giving  as  well  the  run- 
ning times  and  time  points.  A  sample  of  this  time-table 
and  reference  to  it  are  contained  in  the  brief  of  the 
Arkansas  Power  &  Light  Company  presented  for  the 
1927  Coffin  Prize.  The  schedule  was  issued  on  Feb.  15, 
1927,  and  25,000  were  published.    Distribution  was  made 


Unusual  Acts  to  Improve 
Public  Relations 

DEVELOPMENT  of  ways  for  improving  public 
relations  and  keeping  in  touch  with  public  senti- 
ment have  been  a  feature  of  electric  railway  operation 
during  the  past  decade.  Various  methods  are  now  recog- 
nized as  being  of  "the  passenger  be  pleased"  character. 
The  brief  of  the  El  Paso  Electric  Company,  El  Paso, 
Tex.,  for  the  1927  Coffin  Prize  shows  that  in  addition 
to  the  standard  ways  it  has  developed  a  number  of  spe- 
cial methods  of  pleasing  its  patrons.  A  brief  account 
of  some  of  the  more  important  of  these  follow : 

The  company's  telephone  operators  are  trained  to 
answer  inquiries  intelligently  and  in  a  pleasing  manner. 
Their  training  includes  trips  to  all  the  company  depart- 
ments to  acquaint  them  with  those  employees  who  use 
the  telephones,  how  these  departments  function  and  the 
location  of  each  branch  phone.  When  a  doubt  exists 
as  to  the  proper  department  to  handle  an  incoming  call, 
the  operator  determines  this  by  a  polite  inquiry.  When 
the  right  branch  is  not  obtained  at  first,  the  employee 
who  receives  the  call  has  it  switched  to  the  proper  line. 

If  the  company  receives  a  complaint  the  investiga- 
tion of  which  requires  some  time  a  special  delivery  letter 
is  mailed  acknowledging  the  receipt  of  the  letter.  This 
is  later  followed  by  a  friend! v  visit  to  the  individual 
making  the  complaint.  Personal  calls,  in  fact,  are  made 
in  almost  every  instance  regardless  of  the  seriousness  of 
the  complaint,  as  this  is  found  productive  of  the  besf: 
results. 

Last  year  on  Christmas  morning  operators  handed 
Christmas  greeting  cards  to  all  passengers.  The  men 
took  a  genuine  pleasure  in  doing  this  and  awakened  a 
similar  feeling  of  good  will  toward  them  on  the  part 
of   the  public. 

An  inspection  and  information  booth  has  been  located 
in  the  heart  of  El  Paso's  downtown  district.  Last  year 
the  average  number  of  inquiries  made  at  it  each  day 
were  about  400.  Booklets  are  available  here,  as  well  as 
elsewhere,  showing  a  map  of  the  street  car  lines  and  bus 
lines,  with  the  special  feature  that  the  house  numbers 
in  the  different  blocks  are  marked  on  all  streets.  This 
feature  has  attracted  special  popular  favor  because  it  sup- 
plies accurate  information  elsewhere  not  readily  accessible. 

Where  a  passenger  drops  too  much  money  in  the 
fare  box,  the  operator  is  authorized  immediately  to 
refund  the  over-payment.  Later  he  gets  the  money  back 
from  the  division  inspector. 

Operators  carry  blanks  called  "Better  Service  Slips" 
on  which  they  enter  any  comments  they  hear  about  the 
company  and  its  service  and  forward  them  to  the  man- 
ager's ofifice.  Complimentary  comments  as  well  as  those 
that  are  uncomplimentary  are  reported.  They  not  only 
help  the  management  to  keep  in  touch  with  the  opinions 
of  the  patrons  but  they  are  a  powerful  incentive  to  all 
employees  to  exert  every  effort  to  render  the  best  pos- 
sible service. 


Looking  up  the  Avenue  des  Champs  Elysees  toward  the  Arc  de  Triomphe.   This  is  one  of  the  fine  broad  avenues  in  Paris. 
The  raised  platforms  are  for  the  benefit  of  pedestrians  crossing  the  street 


Paris  Revises  Street  Railway  and 

Bus  Franchise 


City  makes  changes  in  the  method  of  calculating 
the  bonuses  for  good  management  and  economy 
of  the  local  bus  and  street  railway  company 

By  Henry  W.  Blake 

Senior  Editor  Electric  Railway  Journal 


CHANGES  have  been  made  this  year  in  the  fran- 
chise under  which  the  Societe  des  Transports  en 
Commun  de  la  Region  Parisienne  operates  the 
electric  railway  and  bus  lines  in  Paris.  The  authorities 
awarding  the  franchise  were  those  of  the  Department  of 
the  Seine,  in  which  Paris  is  located.  The  decree  ofificially 
putting  this  franchise  in  force  was  issued  on  April  20, 
1927.  The  changes  from  the  previous  franchise  relate 
principally  to  the  remuneration  of  the  company  for  oper- 
ating the  system.  The  previous  contract  was  dated  Sept. 
20,  1920,  and  was  modified  Feb.  7,  1925. 

The  theory  on  which  the  franchise,  or  leasing  contract, 
is  based  is  that  the  Department  of  the  Seine  is  the  owner 
of  the  property,  having  taken  it  over  from  the  original 


proprietors,  nine  former  operating  companies.  Their 
interest  in  it  is  being  liquidated  through  annual  payments 
by  the  department. 

In  the  meantime  the  department  has  hired  the 
S.T.C.R.P.  to  operate  the  property  for  a  sum  made  up  in 
part  of  interest  on  the  investment  which  the  S.T.C.R.P. 
has  had  to  make  and  in  part  on  a  share  in  the  earnings 
of  the  property.  The  company  operates  not  only  the  bus 
and  street  railway  lines  in  Paris  and  to  some  extent  in  the 
suburbs,  but  also  a  small  steam  suburban  railway  and  a 
line  of  passenger  boats  on  the  Seine,  engaged  in  local 
transit  service.  The  steam  railroad  line  and  the  boat  line 
are  not  large  portions  of  the  company's  business.  It  does 
not  operate  the  rapid  transit  lines  in  Paris,  those  being 


TABLE   I— ANNUAL  OPERATING   REPORT  OF   S.T.C.R.P.   FOR    1926 
WITH  RESULTS  AFTER  AMORTIZATION  CHARGES 

Francs  Dollars 

Passenger  operating  revenue  (cars,  busea  and  boats) 538,947, 1 20    $2 1,557,885 


Freight  operating  revenue 7,072,361 

MiacellaneouB  operating  revenue 5,905,008 


Total  operating  revenue 55 1 ,924,49 1 

Operating  expenses 552,245,542 


Net  revenue  from  operation  (deficit) 321,052 

Fixed  charges  (including  interest  and  amortisation  of 

purchase  money  and  first  coat) 81,854,031 


Deficit  of  system 82,175,083 

Remuneration  paid  to  company  for  operation 1 2,886,897 


282,894 
236,200 

$22,076,979 
22,089,821 

$12,842 

3,274,161 

$3,287,003 
515,476 


Deficit  of  department 95,061,980      $3,802,479 


TABLE  II— PROFIT  AND  LOSS  STATEMENT  FOR   1926 
OF  S.T.C.R.P. 

Franoa 

Balance  from  previous  year 221,480 

Interest  at  6  per  cent  paid  by  department  on  capital  stock 3,600,000 

Operating  bonus  earned  under  contract 4, 1 49,586 

Economy  bonus  earned  under  contract 5, 1 37,3  M 

Miscellaneous  receipts 251,397 


Operating  revenue 13,359,774 

Corporate  operating  expenses  and  sinking  fund  payments  of  company .  4,745,609 

Groaa  income 8,614,165 

Amount  payable  to  department  as  its  proportion  of  profits 1,376,390 

Net  income  of  company 7,237,775 


Note ;     1   franc  taken  as  equal  to   4  cents. 


1185 


1186 


ELECTRIC  RAILWAY  JOURNAL 


Fol.70,  No.27 


eiooo.000 

1       1       1        i       1       1 

Diminution  clue  to  tf7e  / 

war  of  1914-1918   / 

5,0001000 

/• 

/' 

/I 

4,00(1000 

f^ 

Diminufion  due  to  th 
war  of  1870-1871     , 

1           !■         1           1       > 

/ 

mom 

, 

/ 

' 

/ 

2,000J5OO 

, 

/ 

^ 

r^^«  J117I  f-^/oof 

/ 

Esfimafedfn>ml92/lvl95l 

1,000,000 

y 

X 

0 

■      a 

3        <X 

3      OC 

3      « 

\    S 

\    1 

'•     c 

3      C 

;;    c 

-    ^ 

1      CT 

?     1 

-    in 

4,00OWO 
3,500000 
iOOQOOO 
2.500ID00 
2,000000 
1,500000 
1,000,000 
500fl00 


Popu lotion  by  decades  of 
Paris  from  l86ltol92l  , 


z 


Population  estimated  of 
Paris  from  1921  to  I95i^ 


■^- 


'*^**y^ 


.4 


Population  l>y  decodes    /' 
ofthe  department  of  the     -' 
'  5ein€  exclusive  of  Pans 

from  1861  to  I9!l.\     yr    ;,      />      - 
'     'I       Population- 
estimated  oftfie ' 
department  ofttie 
Seine  exclusive  of 
Pans  from  1921  to  1951 ' 


O     fO      «0      <r«     C^ 
_      ^      _      _-     c^ 

CT*        CT"        CT^        C^       CT* 


These  charts  show  population  and  other  data  of  Paris  and  the  Seine  Department 

The  chart  at  the  left  gives  the  population  in  the  Department  of  the  Seine  by  been  entirely  outside  the  city  and  this  condition  is  expected  to  continue.    By  1951 

decades.    The  one  in  the  middle  gives  the  same  figures  eince  1 86 1,  divided  be-  it  is  expected  more  people  will  live  outside  rather  than  inside  the  city.    The  chart 

tween  Paris  itself  and  the  districts  in  the  department  outside  the  city  limits.  at  the  right  gives  total  pa.'^sengers  carried  and  rides  per  inhabitant  for  the  Depart- 

It  will  be  noticed  that  during  the  decade  1911  to  1921  the  population  growth  has  ment  of  the  Seine  by  years  since  1889. 


operated  by  entirely  different  interests  under  a  different 
group  of  franchises. 

Under  the  contract  which  has  just  been  superseded  the 
remuneration  of  the  company  was  made  up  of  three 
elements,  as  follows: 

1.  Six  per  cent  on  the  capital  stock  of  the  company, 
which  is  guaranteed  by  the  department. 

2.  A  so-called  "good  management"  bonus,  arnounting 
to  \  per  cent  of  the  gross  receipts. 

3.  A  so-called  "economy"  bonus,  which  has  consisted 
of  4  per  cent  of  the  amount  by  which  the  receipts  ex- 
ceeded 65  per  cent  of  the  expenses.  In  other  words,  if 
the  receipts  should  be  represented  by  R  and  the  expenses 
by  D,  this  remuneration  normally  would  be  represented 
by  the  formula  0.04  {R — •  0.65D).  This  bonus,  however, 
was  subject  to  a  decrease  on  a  graduated  scale  if  it  should 
exceed  0.85  per  cent  of  the  receipts.  Moreover,  when 
the  earnings  of  the  company  should  be  sufficient  to  permit 
of  the  distribution  of  a  dividend  exceeding  8  per  cent  half 
of  the  excess  amount  had  to  be  paid  to  the  department. 


If  the  dividends  exceeded  10  per  cent  three-quarters  of 
the  excess  had  to  be  paid  to  the  department. 

The  department  was  also  entitled  to  certain  other  de- 
ductions from  the  receipts  for  payments  to  its  reserves. 

Under  the  new  franchise  the  payment  of  interest  at  6 
per  cent  on  the  company's  stock  is  retained,  but  a  new 
clause  takes  the  place  of  those  relating  to  the  former 
good  management  and  economy  bonuses.  There  is  only 
one  bonus  and  it  is  0.9  per  cent  of  the  ratio  of  the  receipts 
to  the  expenses,  multiplied  by  the  receipts.  That  is  to 
say,  it  may  be  represented  by  the  formula  P  =  0.009 
(R  -i-  D)  R,  where  R  represents  the  total  receipts  and  D 
the  operating  expenses  including  taxes,  plus  certain  other 
charges  mentioned  in  the  franchise. 

This  method  of  calculating  the  bonus,  it  will  be  seen, 
embodies  the  principles  of  both  of  the  former  bonuses, 
i.e.,  it  encourages  an  increase  of  receipts,  the  former 
"good  management"  bonus,  and  also  a  low  operating 
ratio,  the  former  "economy"  bonus. 

The  franchise  strictly  defines  what  shall  and  shall  not 


TABLE   III— STATISTICS   OF   S.T.C.R.P.   FOR    1926 

Vehicle-Miles  or  Kilometers  Passengers 

Kind  of  Service                                                                             Kilometers  Miles  Carried 

Tramways,  electric 99,969,076  83,307,563  687,630,655 

Tramways,  steam 1,888,393  1,180,246  1,734,055 

Total  tramways 101,857.469  63.660,918  689,364,710 

Motor  buses,  day  service 53,712,345  33,570.215  332,116,486 

Motor  buses,  night  service 118,381  73,988  337,176 

Total  buses 53,830,726  33,644,204  332,453.662 

Boats  on  the  Seine 282.488  176,555  2,879,833 

Miscellaneous  passenger  receipts  (supplementary  fares,  etc.) 

Freight  and  package  service 

Grandtotal 156.070,683  97,844,177  1,024,698,205 


. Total  Receipts 

Francs  Dollars 

337.776.850        }I3,5I  1,074 

.3.357.753  13,431 


341.134.603 

194,337.564 

739.191 

195.076.755 

2,619.885 

115.887 

7.072.362 


$13,645,384 

7.773.503 

29.568 

$7,803,070 

104.795 

4.635 

282.894 


Receipts  per  ^'ehicle 

Francs  Cents 

per  Km.       per   Mile 

3.379  21.626 

I . 778  II. 379 


21.434 
23.155 
40.062 

23.194 
43.840 


546.019,482         $21,840,779         3.499 


22.594 


Passenger 
Receipts 
in  Francs 
20,631.392 
27.516,097 
34.785,313 
21,344,558 


TABLE   IV— STATISTICS,    1911    TO  1926,   INCLUSIVE,   OF  TRAMWAYS  AND  BUSES   IN  PARIS 

, Tramways- ^ Omnibuses 

Car-Kilometers  or  Car-Miles  "  Passenger  Bus-Kilometers  or  Bus-Miles 

Car-  Passengers  Receipts  Bus-  Passengers 

Year                                                           Kilometers  Car-Miles  Carried  in  Francs  Klometers  Bus-Miles               Carried 

1911  75.050.491  46,906.557  433,985,880  56,557,428  27.372.348  17,107.717  135.722.473 

1912  76.997,481  48,123.426  450.604.011  59,213.692  33,669.598  21.043.499  205.945,280 
1913'    ■                                                     82.037.047  51.273.154  485.816.631  62.306,237  38,582,155  24.113.847  246,242,644 

1914..                    70,243,643  43,902,277  438,952,347  55,897,862  23,356,028  14,597,517           151,919,20 

1915 59,186,217  36.991.386  403,685,326  51,933,335  

1916.  65,756,437  41.097,773  481.996.737  61.796.411  779,172  468,982              8,315,300 

1917.  63,070,369  39,418.981  516.150.266  67.132.548  1.738.703  1.086,689             19,862,443 

1918  59.919.609  37,449.756  522.667.881  68,766,124  3,016,092  1.885.057            31.601.709 

1919  71  271,056  44,544,410  598.109.481  107.209.028  10,963,320  6,852.075             95.420.364 

1920  '                                                        79.598,092  49,748,807  605,778.933  161,243,333  22,072.911  13.795.569  165.984.957 

1921.'      90,526,381  56,578.988  636.365.516  186,849,412  35,219.814  22.012.384  245,874,430 

1922                                                           93  202,943  58,251,839  635.592,912  193.534,666  43,210.149  27,006,343  290,146,147 

192J                          ..                                  99  375  804  62  109,877  694,827.609  208,932.188  50.270,827  31.419.267  337.503.838 

1924             99.816,172  62,385,107  723,153,749  237.485,002  54,218.608  33,886,630  356.529.851 

1925 102.790.625  64,244.141  720,279.679  271.295.119  53.501.626  33.438.516  344.800.583 

1926                 101,857,469  63,660,917  689.364,710  341,134.602  53.830.726  33.644.204  332.453.662 


1.209,344 

2.892,609 

4.711.248 

19.155.420 

50,787,283 

82.575,818 

104.246.917 

121,812,738 

143,776,368 

157.056.980 

195.076.755 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1187 


be  considered  operating  expenses,  and  certain  administra- 
tion expenses,  as  well  as  certain  corporate  expenses  not 
connected  with  operation,  are  not  to  be  included. 

Certain  other  payments,  including  those  necessary  to 
amortize  within  30  years  the  company's  capital  stock  of 
60,000.000  fr.,  are  made  out  of  a  separate  allowance 
received  from  the  department. 

The  bonus  so  earned  is  subject  to  deductions  should  it 
amount  to  5,000,000  f  r.  a  year.  These  deductions  might 
be  considered  as  a  form  of  profit  sharing  with  the  de- 
partment. The  amount  thus  to  be  paid  to  the  depart- 
ment is  as  follows:  Twenty  per  cent  of  the  bonus  if  it 
amounts  in  any  one  year  to  between  5,000,000  fr.  and 


The  operating  report  of  the  company  for  the  calendar 
year  of  1926  is  shown  in  Table  I.  Compared  with  the 
1925  figures,  those  for  1926  show  an  increase  in  total 
operating  revenue  of  110,002,240  fr.,  an  increase  in 
operating  expenses  of  82,024,968  fr.,  a  reduction  in  the 
deficit  from  operation  of  27,977,272  fr.  and  a  reduction- 
in  the  final  deficit  to  the  department  of  35,439,289  fr. 
Part  of  this  better  showing  was  undoubtedly  due  to  an 
increase  in  fare  of  about  25  per  cent  which  went  into 
eflfect  in  August,  1926. 

The  profit  and  loss  statement  of  the  company  is  given 
in  Table  II. 

From  this  sum  of  7,237,753  fr.  for  surplus  for  the 


-  .  .,  -"WSF^:  : .,  ':«i|M^ 

^^^^OT 

8,000,000  1  r. ;  30  per 
cent  if  it  is  between 
8.000,000  fr.  and 
10,000,000,  and  40 
per  cent  if  it  is  more 
than    10,000,000    fr. 

The  bonus  is  also 
subject  to  a  discount 
in  any  year  in  which 
there  is  a  deficit  from 
operation.  This  de- 
duction is  to  be  a  per- 
centage of  the  bonus 
already  mentioned. 
0.009  R^  ^  D.  the 
percentage  being  cal- 
culated according  to 
the  formula  0.5 
{D  —  R)  ^  R,  in 
which  D,  as  before, 
represents    expenses 

and  R  represents  receipts,  D  being  greater  than  R,  as  this 
formula  applies  only  when  there  is  a  deficit  from  oper- 
ation. But  this  deduction  from  the  bonus  has  a  limit  as  it 
cannot  be  more  than  20  per  cent  of  the  bonus  otherwise 
earned.  In  other  words,  when  there  is  a  deficit,  the  bonus 
becomes  P^  =  P  [1—0.5  (D  —  R)  ~  R]  except  that 
P^  can  never  be  less  than  0.80  P. 

This  provision  does  not  affect  in  any  way  the  deduc- 
tions already  mentioned  where  the  bonus,  however  calcu- 
lated, amounts  to  5,000,000  fr.  a  year  or  more. 

There  are  other  changes  to  clauses  in  the  contract,  but 
it  is  believed  that  those  mentioned  are  of  the  most  general 
interest. 

The  employees  continue  to  receive  a  bonus  of  4  per 
cent  of  the  gross  receipts  in  addition  to  their  wages,  as 
formerly,  but  as  this  bonus  is  included  in  operating  ex- 
penses, it  does  not  affect  the  remuneration  of  the 
company. 


Three  steps  in  the  evolution  of  the  present  Paris  bus.    Note  the  single  rear  exit 
and  entrance  in  all  of  them  and  bveti  in  the  horse  car  on  page  1188 


year,  after  payment 
to  reserves,  directors' 
fees  and  the  interest 
at  6  per  cent  men- 
tioned above,  a  divi- 
dend of  4  per  cent 
was  declared  on  the 
capital  stock.  This 
dividend  (with  the  6 
per  cent  interest  al- 
ready mentioned) 
made  10  per  cent  paid 
on  the  capital  stock. 
Some  general  sta- 
tistics of  the  com- 
pany's service  are 
given  in  Tables  III 
to  V.  In  Table  IV 
the  low  figure  for  the 
buses  during  1917, 
1918  and  1919  are 
due  to  the  building  up  of  the  bus  service  during  these  years 
following  its  disorganization  during  the  war.  During  1911, 
1912  and  1913  the  bus  receipts  were  from  37  to  50  per 
cent  of  the  tramway  receipts.  On  Aug.  2,  1914,  all  the 
Paris  buses  were  requisitioned  for  military  purposes  and 
operatiori  ceased.  It  was  not  until  June  1,  1916,  that  the 
bus  service  began  to  be  resumed  and  it  was  not  until 
'925  that  full  service  recommenced. 

The  financial  figures  in  these  tables  as  well  as  the 
records  on  fare  increases  will  hardly  be  understood  unless 
the  reader  realizes  the  great  increase  in  prices,  measured 
in  francs,  which  has  taken  place  since  1914.  Part  of 
this,  of  course,  is  due  to  a  fall  in  the  exchange  value  of 
the  franc,  which  in  United  States  money  was  worth  about 
19;J-  cents  in  1914,  but  now  has  an  exchange  value  of 
about  3.95  cents.  It  has  been  taken  as  4  cents  in  all  the 
accompanying  tables.  Table  VI  gives  the  various  price 
index  figures  in  France  for  general  supplies  and  for  the 


1188 


ELECTRIC  RAILWAY  JOURNAL 


yol.70,  No.27 


wages  paid  and  other  operating  expenses  as  well  as  the 
fares  of  the  Paris  company. 

Incidentally,  it  might  be  said  that  in   1926  labor  ac- 
counted   for   64.4   per   cent   of   all    the   total   operating; 
expenses  of   the  company,  electrical   energy   for   7  per 
.cent  and  fuel  for  the  Iduscs  for  7.?)  per  cent. 

For  fuel  the  Paris  buses  now  are  using  a  mixture 
consisting  of  one-third  gasoline,  one-third  alcohol  and 
one-third  petrol  or  kerosene.  This  mixture  is  used  partly 
because  of  the  high  cost  in  France  of  gasoline  and 
partly  because,  as  alcohol  is  a  French  product,  a  tariff 
reduction  is  permitted  on  the  other  ingredients  employed. 
At  first  the  company  had  difficulty  in  keeping  the.se  three 
parts  thoroughly  mixed  because  of  the  difference  in  their 
specific  gravities.  This  was  finally  overcome  and  the 
mixture  now  makes  an  acceptable  fuel. 
The  charts  on  page  1186  giving  population  trends  and 


Electric  tramways — 2,291  motor  cars,  892  trail  cars. 
One  suburban  steam  tramway — Nineteen  locomotives, 
75  passenger  cars,  134  freight  or  baggage  cars,  two  gaso- 
line rail  cars. 

Motor  buses — 1,268  four-wheel  buses,  including  one 
trackless  trolley;  51  six-wheel  motor  buses,  30  express 
type  buses,  22  auto  cars. 

Boats — 56  passenger  steamers,  two  tugs,  68  tow  boats. 
The  present  company  is  the  successor  in  handling  street 
railway  and  bus  traffic  of  nine  older  companies,  namely: 
Compagnie  Generale  des  Omnibus  de  Paris,  Compagnie 
des  Tramways  des  Paris  et  du  Departement  de  la  .Seine, 
Compagnie  Generale  Parisienne  de  Tramways.  Com- 
pagnie des  Tramways  de  I'Est  Parisien,  Compagnie  des 
Chemins  de  fer  Nogentais,  Compagnie  Electrique  des 
Tramways  de  la  Rive  gauche  de  Paris,  Compagnie  du 
Chemin  de  fer  du  Bois  de  Boulogne,  Compagnie  du 
Chemins  de  fer  sur  rpute  de  Paris  a. 
Arpajon.  Compagnie  des  tramways 
de  rOust  Parisien.  Of  these  the  first 
named,  the  Compagnie  Generale  des 
Omnibus,  was  the  pioueer. 

Omnibus  Transportation  in  Paris 
Since  1828 

According  to  the  records,  the  first 
regular  omnibus  company  organized 
to  give  local  transportation  in  Paris 
was  chartered  in  1828.  The  rate  of 
fare  at  first  was  25  centimes,  raised 
later  to  30  centimes,  and  a  number  of 
omnibuses  were  put  in  service.  At  first 
they  were  rather  scorned  by  the  bour- 
geoisie, but  they  soon  gained  popu- 
larity.   By  1854  and  1855  there  were 


data  since  1831  as  well  as  passengers 
carried  and  rides  per  inhabitant  in  the 
Department  of  the  Seine  since  1889 
are  from  an  analysis  of  traffic  condi- 
tions in  Paris,  made  in  1926  by  A. 
Mariage,  chairman  of  the  board  of 
the  S.T.C.R.P. 

In  that  study  Mr.  Mariage  pointed 
out  that  the  demand  for  transporta- 
tion in  Paris  in  recent  years  had 
grown  much  more  rapidly  than  the 
transportation  facilities.  He  urged 
the  especial  need  of  means  for  satis- 
factorily serving  the  suburbs,  which 
are  increasing  in  population  rapidly, 
while  the  population  in  the  center  of 
the  city  is  about  stationary. 

His  recommendations  include  preparation  by  the  city 
of  a  comprehensive  city  development  and  transportation 
plan  under  which  part  of  the  cost  of  financing  the  neces- 
sary transportation  facilities  would  be  borne  by  the  terri- 
tories directly  benefited.  The  transportation  system,  in 
his  opinion,  should  include  rapid  transit  radial  service  and 
means  for  local  distribution,  all  under  one  management. 

Physical  Equipment  and  History  of  Present 
Company 

On  Dec.  31,  1926,  the  rolling  stock  of  the  S.T.C.R.P., 
the  company  which  operates  all  of  the  buses  and  street 
railways  in  Paris,  consisted  of  the  following : 


The  horse  car  of  30  years  ago  and  the  modem  electric  car.    Upper  decks  for  passengers 
have  been  abandoned  in  Paris  for  both  cars  and  buses 


no  less  than  twelve  companies  operating  street  lines  and 
employing  3,925  horses.  Various  models  of  buses  were 
used.  The  names  of  some  of  these  early  companies, 
translated  into  English,  were  General  Omnibus  Company, 
the  Favorite,  the  Citizens,  the  Gazelle,  the  Parisian,  the 
Classical  and  the  Excellent. 

In  1855  all  of  these  companies  were  consolidated,  under 
the  name  of  Compagnie  Generale  des  Omnibus  (General 
Omnibus  Company).  This  company  received  from  the 
municipality  a  50-year  franchise  for  the  exclusive  right 
in  Paris  of  transporting  passengers  and  occupying  the 
public  streets  for  vehicles  engaged  in  such  service.  Later, 
the  life  of  its  franchise  was  extended. 


December  31, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1189 


TABLE  V— FARES  IN  PARIS.  TRAMWAYS  AND  BUSES.  1919  TO  DATE 
(Fares  given  in  centimes.      100  centimes  =  I  franc 

Second  Class  - — First  Class — - 

.  Two  or  Two  or 

One        More  One           More 

Section  Sections  Section      Sections 

Priortof'eb.  8,  1919 10  15  15  {IV'b) 

Feb.     8,  1919,  to  April    1,1920 15  20  20            30 

April    I,  1920,  to  Jan.    19,1922 25  35  35            50 

Jan.    19,  1922,  to  Jan,     15,1924 25  W*  40             55* 

Jan.    15,  1924,  to  Aug.     1,1925 30  45  45            60 

Aug.     1,  1925,  toAug.     1,1926 40  60t  60            80t 

Aug.     1.  1926,  to  date 50  75t  75  lOOt 

Note. — Fares  in  centimes:  100  centimes  equals  4  cents. 
(()  ••  Tramways  only, 
(ft)  =  Buses  only. 
*  For  two  sections  only.      For  more  than  two,  an  additional  charge  of   1 5 
centimes  first  class  and  10  centimes  second  class,  per  section. 

t  For  two  sections  only.    For  more  than  two,  1  fr.  first  class  and  0.80  second 
class. 

X  For  two  sections  only.     For  more  than  two,   1 .  25  fr.  first  class  and  1  fr. 
second  class. 


TABLE  VI— PRICE   INDEX  INCRE.\SES  COMPARISON,    1914  PRIOR 
TO   THE   WAR    WITH    DECEMBER,    1926 

(Based  on  100  in  1914) 

Industrial  Index  Figures: 

Manufactured  supplies 802.  0 

Minerals  and  metals 820.  0 

Coal 635. 0 

Electrical  energy 454 . 0 

Labor : 

Wages  paid  by  the  S.T.C.R.P 700. 7 

Expenses  and  Fares  of  S.T.C.R.P.: 

Bus  operating  expenses 453. 0 

Electric  railway  operating  expenses 528. 0 

Total  operating  ex[)enses 500. 0 

Fares 450. 0 

Note. — All  prices  are  computed  in  French  francs. 


Some  of  the  early  types  of  omnibuses  used  in  Paris 
are  illustrated.  While  they  differ  greatly  from  the 
present  buses  in  design,  as  well  as  in  motive  power,  some 
of  the  features  of  the  early  buses  have  been  retained  in 
those  which  operate  over  the  Paris  streets  of  today. 
Noticeable  among  these  features  is  the  single  entrance 
and  exit  in  the  rear  of  the  bus.  The  Paris  management 
believes  this  place  for  entrance  and  exit  is  safer  than  at 
the  side.  Its  latest  electric  raihvay  cars,  however,  have 
a  center  entrance  only. 

Tramway  Development 

Although  some  tramway  track  was  built  in  Paris  in  the 
'60s,  street  railway  construction  on  a  large  scale  was  not 
begun  until  after  the  war  of  1870,  when  several  lines 
were  built  by  the  General  Omnibus  Company.  Later, 
with  the  assent  of  this  company,  other  companies  built 
short  sections  of  tramways. 


As  will  be  seen  from  Table  IV,  the  street  railways 
carry  about  twice  the  number  of  passengers  and  operate 
about  twice  as  many  car-miles  as  the  omnibuses.  Several 
street  railway  lines  have  stub  terminals  close  to  the  center 
of  the  business  district,  as  at  the  Madelaine,  Opera, 
Louvre  and  Place  de  la  Concorde,  but  in  the  district 
within  these  points,  and  bounded  on  the  northeast  by  the 
Boulevard  de  Sebastopol,  there  are  no  street  railway  lines. 
This  restricted  area  is  about  1  mile  long  and  from  |  to  1 
mile  wide.  There  is  no  definite  policy  on  the  part  of  the 
city  authorities  to  expand  this  area  of  purely  bus  opera- 
tion, though  in  the  last  few  years  the  company  has 
removed  about  2  miles  of  electric  railway  track  north  of 
the  Seine  and  2  miles  south  of  the  Seine  in  verv  dense 
traffic  sections  at  the  request  of  the  police  department. 

The  street  railways  in  the  center  of  the  city  use  the 
underground  conduit  and  outside  of  the  center  the  trolley. 
The  underground  conduit  originally  built  in  Paris  was 
constructed  under  one  rail,  so  that  the  slot  for  the  conduit 
served  also  as  the  groove  for  the  rail.  This  system  had 
various  drawbacks,  especially  as  to  switches,  and  all  recent 
conduit  construction  has  been  of  the  center  slot  type. 


Safety  Car  Brings  Vital  Message  to 
Interstate  Public  Service  Patrons 

SAFETY  has  been  made  a  big  factor  in  the  successful 
operation  of  the  Interstate  Public  Service  Company, 
Indianapolis,  Ind.  James  Harmon,  safety  manager,  re- 
cently chose  the  most  dangerous  time  of  the  year  to 
impress  the  company's  patrons  that  they  must  be  on  their 
guard  against  accident.  This  was  at  the  opening  of  the 
school  year,  when  the  "Safety  Car"  pictured  left  Indian- 
apolis to  visit  most  of  the  cities  and  towns  along  the  line 
between  Indianapolis  and  Louisville.  The  interior  of  the 
car  was  placarded  with  safety  bulletins  and  shop  bulle- 
tins. There  was  also  a  display  of  safe  and  unsafe  articles 
and  appliances.  Safety  pamphlets  were  distributed  to  the 
public  and  the  prone-pressure  method  of  resuscitation 
was  demonstrated.  Safety  talks  were  also  made  before 
several  groups. 

School  children  received  a  special  invitation  to  view 
the  car  and  it  is  estimated  that  more  than  5,000  men, 
women  and  children  inspected  it. 


This  car  was  sponsored  by  the  Interstate  Public  Service  Company,  Indianapolis,  Ind, 
It  told  its  story  from  the  capital  of  Indiana  to  Louisville,  Ky. 


1190 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


Australian  Pension  Plans 
Discussed 

Melbourne  study  shows  that  pensions  cannot  be 
paid  out  of  fares  alone.    Deferring  payments 
is  a  dangerous  expedient 

SOME  striking  facts  regarding  the  cost  of  a  superan- 
nuation fund  for  tramway  employees  similar  to  those 
already  enacted  for  other  Victorian  employees  or  in  force 
in  other  Australian  states  were  given  in  connection  with 
evidence  to  he  presented  to  the  state  parliamentary  ac- 
counts committee  by  W.  O.  Strangward.  secretary 
Melbourne  and  Metropolitan  Tramways  Board  during 
1927.    An  abstract  of  his  notes  follows : 

The  New  South  Wales  superannuation  act  of  1916 
calls  for  the  compulsory  participation  of  railway  and 
tramway  employees  in  funds  covering  the  retirement  of 
men  at  60  years  and  of  women  at  55  to  60  years.  The 
pensions  range  from  £52  ($253)  to  £312  ($1,516)  a 
year. 

The  employee's  contribution  to  a  pension  of  £2 
($9.72)  a  week  for  himself  and  less  for  his  widow  and 
children  ranges  from  2s.  4d.  (58  cents)  for  male  em- 
ployees aged  16  to  about  5^  times  that  amount  for  male 
employees  aged  60.  Contributions  and  benefits  in  the 
case  of  women  are  considerably  lower. 

The  act  provided  that  in  respect  to  future  employees 
the  state  would  pay  as  much  as  the  employee.  However, 
the  then  employees  were  to  pay  no  more  than  the  "age 
of  30"'  rate.  This  was  to  be  matched  by  the  state  plus 
the  shortage  between  the  "age  of  30"  rate  and  the  em- 
ployee's actual  age  for  pensions  up  to  £104  ($505).  So 
far,  the  New  South  Wales  government  had  fallen  short 
of  its  share  by  £2,000,000  to  £3,000,000  and  was  plan- 
ning operations  whereby  these  arrears  could  be  refunded 
over  a  long  period  of  years. 

The  Victorian  superannuation  act  of  1925  is  similar 
to  that  of  New  South  Wales,  but  the  retirement  ages  are 
five  years  greater,  which  substantially  reduces  the  cost. 
To  get  £2  ($9.72)  a  week  for  himself  or  less  for  his 
family,  an  employee  pays  from  2s.  l^d.  (about  52  cents) 
a  week  at  the  minimum  age  of  16  up  to  about  twenty 
times  that  amount  if  aged  65.  Another  important  dif- 
ference is  that  the  state's  contribution  is  not  made  to 
match  the  employee's  weekly  payments  but  is  given  in 
the  form  of  an  amount  ranging  from  50  to  98  per  cent 
of  the  pension  when  it  becomes  payable,  so  that  the  main 
burden  is  pushed  oflf  to  later  years.  The  commonwealth 
superannuation  act  of  1922-24  is  similar  to  the  Vic- 
torian except  that  the  maximum  pension  is  £416  ($2,022) 
instead  of  £312  ($1,516). 

Mr.  Strangward  pointed  out  the  ethical  injustice  of 
the  Commonwealth  and  Victorian  plans,  because  pensions 
are  really  deferred  wages  which  should  not  be  saddled 
upon  the  next  generation.  In  Victoria,  however,  the 
extenuating  circumstances  are  stronger  for  certain  his- 
torical reasons  in  connection  with  earlier  pension  funds. 

What  Pensions  Would  Mean  to  Melbourne 
Tramway  Finance 

Mr.  Strangward  then  took  up  the  matter  of  a  pension 
for  Melbourne  tramway  employees  in  accord  with  sec- 
tion 18  of  the  Melbourne  &  Metropolitan  Tramways  act 
of  1918.  He  felt  that  the  board  was  not  likely  to  approve 
any  scheme  based  upon  a  postponement  of  present 
actuarial  liabilities.  The  revenue  of  the  governments 
was  raised  by  taxation,  but  that  of  the  tramways  came 


out  of  fares.  A  further  increase  in  fares  would  cause 
many  passengers  to  find  other  means  of  transport,  and 
in  all  probability,  higher  fares  would  not  produce  more 
revenue.  Apparently,  this  left  the  imposition  of  a 
special  tax  on  the  community  at  large  as  the  Way  to 
provide  a  superannuation  fund.  For  this  reason,  the 
board  would  probably  incline  to  the  view  that  it  must 
provide  for  all  accruing  liabilities  out  of  each  current 
year's  revenue. 

Pending  actuarial  study,  and  excluding  about  1,000 
temporary  employees,  Mr.  Strangward  submitted  the 
following  table : 

Average  Weekly  Average 

Number       Age  Payment*  Earning** 

Staff 720            40  Be.  5d.   — $2.  10  £312— $1,515 

Traffic 3,500            36  58.  6id.—  137  255—    1,239 

Shops 820            38  6e.  Ud.—  1.52  260—    1,264 

ConstnictioD 100            38  6s.  Ijd.  —  1.52  245—    1,191 

5,140 

♦  At  $4.86  to  the  pound  sterling. 

Based  upon  the  principles  of  the  Victorian  act  of  1925 
with  65-year  retirement  age,  the  employees  would  con- 
tribute £80,837  and  the  board  an  equal  amount,  giving 
a  total  of  £161,674.  However,  if  employees  in  the  £104 
a  year  pension  maximum  class  paid  at  the  "age  of  30" 
rate  and  the  staff  or  office  employees  in  the  £130  a  year 
class  paid  at  the  "age  of  40"  rate,  the  weekly  contribu- 
tions would  be  only  5s.  lOd.  (approximately  $1.45)  for 
office  employees  and  4s.  2id.  (approximately  $1.05)  for 
the  others.  This  would  cut  the  employee's  share  to 
£59.282  and  raise  the  board's  contribution  to  £102,392. 

If  the  60-year  age  of  New  South  Wales  were  used,  the 
employee's  half  in  the  first  calculation  would  be  £221,468 
a  year;  and  in  the  second  or  fixed-age  contribution 
scheme,  £77,235,  with  £144,233  a  year  to  come  from  the 
board.  The  cost  of  the  scheme  would  be  slightly 
reduced  through  lower  costs  and  obligations  for  women 
but  would  be  higher  than  estimated,  since  many  em- 
ployees would  be  under  30  years  of  age. 

Existing  Scheme  of  Retirement  Allowances 

In  1923,  the  board  made  this  provision:  An  employee 
of  at  least  ten  years'  service  who  retires  at  the  age  of 
60  years,  or  the  widow  or  children  under  16  years  of 
age  of  an  employee  of  such  service  who  dies  after  reach- 
ing 55  years,  receives  a  lump-sum  gratuity  from  the 
board  based  upon  two  weeks  wages  for  each  year  of. 
service  since  July  1,  1910,  with  a  maximum  equivalent 
to  39  weeks'  salary  or  wages.  This  is  a  voluntary  allow- 
ance, and  employees  do  not  contribute  to  its  cost.  It 
averages  about  £5,000  per  annum. 

Mr.  Strangward  also  called  attention  to  the  common- 
wealth invalid  and  old  age  pension  acts  which  grant  a 
pension  of  £1  ($4.86)  a  week  to  employees  who  have 
reached  the  age  of  60  if  permanently  incapacitated  or 
else  those  who  have  reached  65.  The  employee  makes 
no  direct  contribution  to  this  fund.  Accident  and  illness 
cases  are  also  under  this  fund.  Receipt  of  a  tramway 
pension  of  £104  a  3'ear  would  debar  unmarried  persons 
from  the  £52  a  year  of  the  commonwealth  pension. 
However,  if  a  husband  and  wife  are  each  entitled  to 
claim  old-age  pensions,  the  receipt  of  the  £104  tramway 
pension  (if  such  be  their  sole  income)  would  operate  to 
reduce  their  old-age  pensions  to  12s.  6d.  (about  $3.10) 
a  week  each.  This  means  that  tramway  employees  who 
may  become  qualified  to  obtain  the  commonwealth  pen- 
sion would  in  many  cases  obtain  no  increase  in  their  total 
incomes  because  they  had  participated  in  the  suggested 
tramway  superannuation  fund. 


Illinois  Central  Has  Steadily 
Improved  Its  Suburban  Service 


* 


By  W.  M.  Vandersluis 

Electrical  Engineer  Illinois  Central  Railroad,  Chicago,  111. 


EXACTLY  70  years  after  the  first  steam  suburban 
service  was  started  in  Chicago  by  the  IlHnois 
Central  Railroad  three  electric  trains  were 
operated  each  way  in  the  local  service  between  Randolph 
Street  and  Hyde  Park.  Beginning  with  the  second 
week  80  trains  were  operated  each  day  and  in  the  period 
of  about  five  weeks  the  electric  service  was  built  up  to 
more  than  350  trains.  These  were  all  operated,  of 
course,  on  the  existing  steam  time-table,  as  there  was 
still  a  considerable  number  of  steam  trains  in  the  service. 

The  first  electric  time-table  was  put  in  effect  on 
Aug.  28,  with  a  total  of  396  revenue  trains.  On  account 
of  a  shortage  of  new  equipment  it  was  still  necessary 
to  run  six  trains  by  steam,  but  these  were  confined,  so 
far  as  possible,  to  those  carrying  shop  employees. 

Today  470  revenue  trains  are  being  operated  on  a 
normal  weekday.  In  addition  there  are  fourteen  equip- 
ment trains  and  72  Chicago.  South  Shore  &  South  Bend 
trains,  the  latter  being  operated  between  Kensington 
and  Randolph  Street.  This  is  a  total  of  556  electric 
trains.  Electric  service  was  put  in  eflfect  with  no  serious 
accidents  or  interruptions  and  has  continued  so  during 
the  first  year.  Because  all  of  the  motor-trailer  car  units 
are  uniform  in  design  and  in  operating  characteristics, 
the  preparation  of  time-tables  and  the  handling  of 
equipment  at  terminal  points  has  been  greatly  simplified. 

Fig.  1  shows  by  months  the  revenue  passengers 
carried,  the  car-miles  and  hundreds  of  seat-miles 
operated  and  the  weekday  trains  in  service. 

Improved  Service  With  Electric  Operation  Due 
TO  Higher  Speed  and  Reliability 

Of  particular  interest  is  the  improvement  in  running 
times  due  to  electric  operation.  The  latest  electric  time- 
table shows  decreases  in  running  times  over  the  old 
steam  service  of  f rogi  11  to  28  per  cent  for  the  various 
classes  of  trains,  the  larger  percentages  resulting  for 
trains  to  Kensington  and  beyond.  The  decrease  in 
over-all  time  results  from  high  maximum  speeds  and  by 
the  use  of  high  accelerating  and  braking  rates.  Accelera- 
tion is  at  the  rate  of  1^  m.p.h.p.s.,  which  is  about  six 
times  as  rapid  as  that  of  through  passenger  steam  trains. 
Under  normal  operation  a  train  will  reach  a  speed  of 
28  m.p.h.  in  twenty  seconds.  After  that  point  the  rate 
of  acceleration  falls  ofl^,  but  on  level  tangent  track  a 
train  will  reach  a  speed  of  50  m.p.h.  in  two  minutes. 
With  present  average  voltage  conditions,  balancing  speed 
is  about  64  m.p.h.  Comparatively  high  braking  rates 
have  been  effected  on  the  steam  trains,  but  these  also 
have  been  increased  on  the  electric  trains,  which  brake 
at  the  rate  of  If  m.p.h.p.s.     It  is  significant  that  large 

*Abstract  of  a  paper  presented  at  the  regional  meeting  of  the 
Great  Lakes  Section,  A.I.E.E.,  Chicago,  III.,  Nov.  28-30,  1927. 


May      Stpt 
1924 


May    Sept 
1927 


Fig.  1 — Operating  curves  before  and  after  starting  electric 
operation  on  Illinois  Central  Railroad 

decreases  have  been  made  in  running  times  even  on  runs 
where  more  stops  are  made  than  formerly. 

There  has  been  a  large  gain  in  the  use  of  electricity 
as  compared  with  steam  from  the  standpoint  of  operat- 
ing a  congested  terminal.  This  improvement  will  become 
of  greater  importance  as  the  service  grows,  inasmuch 
as  with  steam  the  limit  to  the  number  of  trains  physically 
possible  to  move  in  or  out  of  the  Randolph  Street  ter- 
minal was  rapidly  being  approached.  It  is  readily 
apparent  that  this  gain  is  made  by  the  elimination  of 
movements  necessary  for  steam  engines  in  changing  ends 
of  trains,  and  also  in  being  brought  from  and  taken 
to  the  engine  terminal,  since  these  movements  must  be 
made  over  the  tracks  serving  useful  train  movements. 
The  electric  train  requires  only  the  normal  loaded  move- 
ments over  these  busy  sections,  except  when  brought 
from  or  taken  to  storage  tracks  at  the  beginning  or 
end  of  rush  hours. 


1191 


1192 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


eo    6  M 


060       -016 


E       " 

1^40" 


20 


8 


/ 

^  Maximum  den 

and 

^ 

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if^car-mile     \ 

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,,l,, 

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1926  lat?  1926 

Fig.  2 — Curves  showing  monthly    Fig.    3 — The    load    factor   curve 

shows  a  considerable  varia- 
tion over  the  twelve-month 
period 


averages  of  temperature  and 
kilowatt-hours  per  car-mile  and 
monthly  maximum  demand 


The  speed  and  reliability  of  electric  service  have  been 
further  enhanced  by  other  improvements  of  the  entire 
terminal.  These  include  changes  in  the  grades,  rear- 
rangement of  tracks,  elimination  of  railroad  grade 
crossings,  installation  of  high  platforms  at  all  suburban 
Stations,  additional  interlocking  plants  and  rebuilding 
the  entire  automatic  block  system  to  conform  to  electric 
traction  requirements,  a  great  part  of  which  had  been 
completed  at  the  time  of  beginning  electric  operation. 

Results  obtained  frdm  the  motor-trailer  combination 
have  been  satisfactory  to  the  operating  officers.  The 
elimination  of  all  steps  on  the  cars  for  regular  operation 
and  constructing  high  platforms,  the  use  of  sliding  doors, 
fully  inclosed  vestibules,  tight  lock  couplers,  automatic 
acceleration  and  electro-pneumatic  braking  have  made 
the  service  safer,  speedier  and  more  convenient. 


100 


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224»6IOI22468IOn: 

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Fig.  4 — Typical  summer  and  winter  weekday  load  curves  and 
temperatures.  Full  lines  are  for  the  summer  day,  the  dashed 
lines  for  the  winter  day 


The  employment  of  aluminum  or  aluminum  alloys  in 
side  and  roof  sheets,  doors,  Conduit  and  fittings  has 
materially  reduced  the  weight  of  the  cars  and,  thereby, 
the  operating  expense.  The  weight  of  the  motor  car 
is  70.65  tons  and  the  trailer  44.27  tons,  an  average  weight 
per  car  of  57.46  tons.  For  the  year  ended  Sept.  1,  1927, 
the  average  cost  of  maintaining  the  cars  was  about  6 
cents  per  car-mile.  Delays  due  to  electrical  equipment 
have  been  very  few  and  no  radical  changes  in  design 
have  been  found  necessary.  Minor  changes  incident 
to  new  designs  have  been  made,  but  at  very  slight 
expense. 

Operating  Figures  Vary  Considerably 

Fig.  2  shows  the  kilowatt-hours  per  car-mile  and  the 
maximum  demand  in  kilowatts,  with  corresponding  aver- 
age temperatures.  Electric  heating  of  cars  is,  of  course, 
largely  responsible  for  the  variation  between  the  dif- 
ferent months,  but  changes  in  time-table  also  affect  it 
slightly. 

For  the  year  ended  Sept.  1,  1927,  the  total  energy 
supplied  under  the  contract  with  the  Commonwealth 
Edison  Company  was  57,274,512  kw.-hr.  Of  this  total, 
92.7  per  cent  was  for  traction  purposes,  including  heat- 
ing of  cars;  6.1  per  cent  for  light  and  power  and  1.2 
per  cent  for  signals.  The  contract  also  provided  that  the 
railroad  company  guarantee  a  30  per  cent  load  factor. 
It  will  be  noted  in  Fig.  3,  showing  the  variation  in  the 
load  factor,  that  it  is  well  above  the  guarantee.  Load 
curves  for  typical  summer  and  winter  weekdays  are 
shown  in  P'ig.  4. 

The  supply  of  energy  by  the  power  company  in 
specified  feeders  to  the  right-of-way  line  of  the  railroad 
company  from  the  seven  substations  has  been  looked 
upon  in  some  quarters  with  misgiving.  This  requires 
that  not  only  the  conversion  machinery  but  all  protective 
apparatus  in  the  railroad  company's  feeders  be  main- 
tained by  the  power  company.  The  railroad  company, 
however,  has  taken  over,  under  normal  operation,  the 
control  of  all  traction  feeders  by  use  of  its  supervisory 
control  system.  So  far  the  results  obtained  have  been 
satisfactory  with  the  power  company's  broad-minded 
policy  in  operating  under  the  necessarily  somewhat  com- 
plicated agreement. 

Breakers  Have  Functioned  Well 

Discrimination  of  the  high-speed  circuit  breakers  has 
been  excellent.  The  overhead  network  on  a  multiple 
track  railroad  such  as  this  installation  covers  is  complex 
due  to  the  necessity  of  having  a  iflinimum  amount  of 
track  out  of  service,  in  case  of  a  fault.  Isolation  of 
individual  sections  in  case  of  trouble  has  come  up  to 
expectations  with  very  good  protection  to  line  and 
equipment.  Furthermore,  the  power  supervisor  con- 
trolling the  traction  feeders  has  immediate  information 
as  to  opening  of  breakers.  He  is  located  in  the  office 
of  the  train  dispatcher,  so  that,  by  working  close 
together,  trouble  from  a  train  going  from  a  live  to  a 
grounded  dead  section  has  been  minimized.  The  use  of 
wayside  signals  indicating  a  dead  trolley  section  at  points 
where  the  sectioning  is  outside  the  limits  of  interlocking 
plants  has  also  saved  burn-outs  of  overhead. 

The  cold  weather  of  the  first  winter  indicated  that  a 
few  minor  changes,  especially  in  pull-oflfs,  were  desir- 
able. The  delays  which  have  occurred,  however,  have 
been  small  considering  the  size  of  the  installation  and 
the  number  of  trains  ojjerated. 


The  new  cars  are  comfortable  and  attractive.     They  replaced  antiquated  equipment  that  repelled  riders 


Revenue  Doubled 

by  Modernization  of  Porto  Rico  Railway 


New  cars  have  been  bought,  some  old  cars  have 
been  remodeled  and  track  has  been  rebuilt. 
Polarity  of  electric  distribution  has  been  reversed 


By  Frederick  Krug 


General  Manager  Porto  Rico  Railway,  Light  &  Power  Company,  San  Juan,  P.  R. 


IMMEDIATE  increase  of  30  per  cent  in  the  number 
of  passengers  carried  and  the  doubling  of  its  pas- 
senger revenue  in  a  period  of  one  year  have  been 
the  result  of  im])rovements  introduced  on  the  street  rail- 
way system  of  the  Porto  Rico  Railway,  Light  &  Power 
Company,  San  Juan,  P.  R.  Four  factors  have  contrib- 
uted to  the  attainment  of  this  result :  First,  the  purchase 
of  six  new  steel  cars,  modern  in  every  respect  and 
specially  designed  for  tropical  service,  and  the  complete 


rehabilitation  of  the  best  five  of  35  old  cars ;  second, 
extensive  overhauling  and  improvements  to  track  and 
roadbed ;  third,  speedier  and  more  reliable  service  by  the 
substitution  of  a  loop  operation  for  the  former  single- 
track  service  with  turnouts  and  delays  in  the  residential 
district,  and,  fourth,  advertising  and  publicity. 

Staggering  along  some  years  ago  with  antiquated 
equipment,  with  maintenance  deferred  on  its  track  and 
with    practically   unlimited   competition   by   jitneys   and 


The  city  of  San  Juan  is  on  the  island  in  the  foreground.     On  the  tnainland  behind  are  two  important  suburbs 

1193. 


1194 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


buses,  the  situation  of  the  trolley  system  went  from  bad 
to  worse,  until  finally,  early  in  1926,  the  losses  reached 
such  a  magnitude  that  some  drastic  action  was  necessary. 
The  company  had  been  trying  for  more  than  seven  years 
to  secure  a  franchise  to  extend  its  double  track  from 
the  city  of  San  Juan  through  the  main  residential  district 
of  Santurce,  but  without  success.  It  was  impossible  to 
give  an  adequate  service  in  a  city  of  the  size  of  San  Juan 
with  a  single-track  system.  Abandonment  was  consid- 
ered as  a  means  of  bringing  the  matter  to  a  head,  but  this 
proposal  was  not  acceptable  to  the  Public  Service  Com- 
mission except  under  conditions  with  which  the  company 
was  unwilHng  to  comply.  The  population  of  San  Juan 
and  environs  is  approaching  100,000  and  the  city  is  grow- 
ing rapidly.  It  was  felt  that  no  city  of  this  size  could 
be  adequately  served  by  buses  alone  and  that  the  street 
car  would  sooner  or  later  come  into  its  own  again  as  a 
vital  factor  in  the  transportation  situation. 

Accordingly  plans  were  made  to  rehabilitate  the  system 


visable  to  overhaul  any  more  of  them.  It  is  planned 
rather  to  buy  new  ones  as  the  increase  in  riding  requires. 

The  work  of  reconstructing  the  track  and  roadbed  was 
started  a  year  ago  and  has  not  yet  been  completed.  This 
has  involved  considerably  more  expense  than  was  origi- 
nally anticipated.  Nevertheless  the  work  has  been  carried 
out  in  a  thorough  manner  because  the  company  has  con- 
fidence in  the  future  of  the  street  railway.  Fortunately,, 
a  considerable  portion  of  the. track  is  T-rail,  open  on  a 
private  right-of-way  and  paved  only  at  street  crossings. 
Work  on  this  track  was  completed  rapidly.  Defective 
sections  of  rail  were  replaced  with  new  rail  and  all  poor 
ties  replaced  with  hardwood  ties  purchased  in  Santo 
Domingo  and  in  the  local  market.  Badly  cupped  rail 
ends  were  cut  off  and  joints  made  smooth  by  building  up 
low  spots  with  the  electric  welder.  A  considerable 
amount  of  ballast  was  also  added,  which  has  helped  to 
promote  smooth  riding. 

Track  in  the  old  city  of   San  Juan  is  paved.     This 


Double  track  is  used  in  San  Juan.     In  the  suburbs  at  the  right  is  a  single-track  loop,  on  which  the  direction  of  traffic 

is  reversed  several  times  a  day 


in  an  endeavor  to  meet  operating  expenses  pending  the 
possible  construction  of  a  double-track  system  later  and 
the  growth  of  the  city  to  the  point  where  the  street  rail- 
way again  became  indispensable.  An  order  was  placed 
for  six  new  light-weight,  steel,  four-motor,  single-end 
cars,  with  a  seating  capacity  of  57  and  a  total  weight  of 
only  30,000  lb.  These  six  cars  were  placed  in  service 
last  spring  and  have  been  running  for  eighteen  hours  a 
day  since  their  arrival.  With  their  bright  and  cheerful 
coloring  of  yellow  and  white,  contrasted  to  the  barn  red 
on  the  old  cars,  the  new  cars  met  with  instant  public 
favor.  The  leather-upholstered  seats  in  place  of  wooden 
seats  on  the  old  cars,  their  practically  noiseless  operation 
and  the  cheerful  interiors  all  contributed  to  their  imme- 
diate success.  An  innovation  for  Porto  Rico  on  these 
cars  is  the  front-entrance  and  center-exit  arrangement. 
The  conductor  is  stationed  at  the  center  doors  and  fares 
are  collected  on  the  pay-as-you-pass  system.  This  has 
increased  the  seating  capacity  and  made  feasible  observa- 
tion seats  on  the  rear  of  the  car.  These  seats  have 
proved  to  be  very  popular. 

Five  of  the  best  of  the  old  cars  were  completely  re- 
modeled and  painted  to  conform  to  the  color  scheme  on 
the  new  cars.  Leather-upholstered  seats  were  installed 
and  the  trucks  and  bodies  were  revamped  to  secure  quiet 
operation.  These  cars  have  been  helpful  in  securing  the 
increase  in  patronage,  but  it  is  felt  that  it  would  be  inad- 


section  is  at  considerable  distance  from  the  power  house 
and  it  was  found  that,  due  to  the  poor  track  bonding 
with  which  the  system  had  been  operating  for  many 
years,  the  bases  of  most  of  the  girder  rails  had  been 
eaten  away  by  electrolytic  action.  This  has  necessitated 
tearing  up  much  pavement  for  replacement  of  rails  and 
considerable  expense  has  been  entailed  thereby. 

In  order  to  put  a  stop  to  this  corrosion  of  the  rail 
on  the  most  expensive  part  of  the  roadbed,  in  addition 
to  improving  the  bonding,  it  was  thought  advisable  to 
reverse  the  polarity  on  the  system,  thus  reversing  the 
current  flow  at  the  rails.  Furthermore,  grounds  were 
installed  at  four  points  on  the  system  from  the  rail  to 
the  salt  water  which  completely  surrounds  the  city.  A 
good  ground  consisting  of  several  large  steel  boiler  shells 
was  installed  at  the  power  house.  It  is  believed  that  the 
reversal  of  the  polarity  (negative  on  trolley,  positive  on 
rail),  combined  with  salt  water  grounds  and  improve- 
ments in  the  bonding,  will  keep  down  rail  corrosion  and 
result  in  a  considerable  saving  in  power  and  better  volt- 
age at  the  motors  with  a  resultant  saving  in  motor  main- 
tenance. 

The  most  difficult  problem  of  all  was  to  find  a  substi- 
tute for  the  single-track  service  that  had  been  given  in 
the  suburbs  of  Santurce  and  the  Condado  for  years. 
San  Juan  stands  on  an  island  almost  3  miles  long.  The 
suburbs  of  Santurce  and  the  Condado,  on  the  mainland. 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1195 


Comparison  of  the  new  and  the  old.     The  change  has  enabled  the  revenue  to  be  doubled 


are  reached  by  several  bridges,  but  are  divided  from  each 
other  by  a  bay  of  some  extent.  In  the  city  of  San  Juan 
the  system  is  double  track,  but  at  the  bridges  one  track 
goes  out  through  Santurce  on  the  main  highway  and  the 
other  through  the  Condado,  the  two  joining  to  form  a 
loop  about  2  miles  further  out.  This  situation  is  shown 
on  an  accompanying  map. 

The  Condado  section  is  thinly  populated,  mostly  by 
people  of  large  means  who  use  private  automobiles  almost 
entirely.  Santurce,  on  the  other  hand,  is  densely  peopled 
with  potential  street  car  riders  who  at  the  time  these 
improvements  were  inaugurated  used  the  buses  almost 
exclusively.  The  idea  was  conceived  of  giving  a  loop 
service  in  the  suburban  territory  by  running  the  cars  in 
the  direction  demanded  by  the  majority.  This  was  found 
to  require  five  reversals  daily  on  the  loop.  Since  prac- 
tically all  of  the  traffic  is  into  and  out  of  the  business 
district  of  San  Juan  a  schedule  was  worked  out,  after 
•careful  study,  by  which  all  cars  go  into  San  Juan  through 
the  Santurce  section  in  the  morning  until  10 :  30.  At 
that  hour  the  service  is  reversed  in  the  loop  to  bring 
people  out  of  San  Juan  directly  into  the  Santurce  section. 
Similar  reversals  are  made  at  12:30  p.m..  3  p.m.,  7  p.m. 
and  9:30  p.m.  By  experience  it  has  been  found  that 
these  are  the  hours  at  which  the  demand  for  transporta- 
tion reverses.  The  result  of  this  schedule  has  been  that 
the  average  speed  of  cars,  including  stops,  has  been  in- 
creased from  7  m.p.h.  with  the  old  two-way  service  to  10 
m.p.h.  with  the  loop  service,  and  this  in  spite  of  the 
growing  traffic  congestion  in  the  city  of  San  Juan. 


Considerable  time  and  energy  have  been  devoted  to 
popularizing  street  car  riding  by  advertising  freely  in  the 
local  papers.  A  slogan  was  adopted  that  has  become 
well  known  locally,  Rapidez,  Seguridad  y  Cortesia,  which 
translated  reads  Speed,  Safety  and  Courtesy.  The  com- 
ipany  has  endeavored  by  every  means  in  its  power  to  live 
up  to  these  precepts.  That  the  trolley  offers  the  safest 
transportation  in  San  Juan  and  that  its  stafT  is  unusually 
courteous  is  now  well  recognized  throughout  the  city, 
and  that,  because  of  the  advantage  of  considerable  private 
right-of-way  the  street  car  can  generally  make  better  time 
than  other  vehicles  in  the  rapidly  growing  congestion  of 
the  city,  the  street  car  is  daily  gaining  in  patronage. 


California  Commission's  Work 


Q 


EVENTEEN  appraisals  of  properties  of  public  util- 
O  ities  were  engaged  in  by  the  valuation  division  of 
the  engineering  department  of  the  California  Railroad 
Commission  during  the  fiscal  year  ended  June  30,  1927, 
under  seven  condemnation,  eight  rate  and  two  securing 
issue  proceedings.  Properties  of  five  different  types  of 
utilities,  located  in  various  parts  of  the  state,  were  in- 
cluded in  these  investigations.  Property  valued  at  many 
millions  of  dollars,  easily  in  excess  of  $100,000,000,  is 
included  in  the  valuation  work  of  this  division,  the  fig- 
ures themselves  not  being  available  at  this  time.  Among 
the  railways  were  the  Key  System  Transit  Company, 
Stockton  Electric  Railway,  Los  Angeles  Railway,  Pacific 
Electric  Railway  and  the  San  Jose  Railroad. 


One  of  the  new  cars  passing  through  the  city  of  San  Juan 


1196 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


Apprentice  Course  Works  Well 
in  St.  Louis 

Four-year  course,  with  concurrent  training  in  trade 

school,  attracts  young  men  to  railway  shops. 

The  majority  stay  with  company 

after  graduation 

FOR  the  past  eleven  years,  except  during  1917  and 
1918,  the  United  Railways  of  St.  Louis  has  been  con- 
ducting an  apprenticeship  course  in  its  shops,  divided 
into  electrical  work,  machine  shop  work,  car  building  and 
car  painting.  Previous  to  1916  the  company  used  each 
year  to  engage  a  number  of  boys  between  the  ages  of 
sixteen  and  eighteen  years  for  its  shops,  but  as  it  had  no 
plan  of  training  them  in  the  various  branches  of  the 
work  they  did  not  remain  long  in  its  service.  Particulars 
of  the  existing  plan  are  given  in  the  company's  brief  for 
the  1927  Coffin  Prize. 

Fortunately  for  the  success  of  the  present  course,  the 
St.  Louis  shops  are  near  the  David  Ranken  School  of 
Mechanical  Trades,  a  trade  school  with  a  high  rq^utation* 
in  St.  Louis.  In  planning  its  apprenticeship  course,  the 
company  decided  to  offer  to  send  its  shop  apprentices  to 
this  school  if  they  would  agree  to  take  the  company's 
apprenticeship  term  of  four  years.  At  this  school  the 
boys  attend  the  night  courses.  Every  apprentice  must 
take  at  least  two  nights  per  week  at  the  school,  but  has 
the  privilege  of  attending  four  nights  if  he  desires  to  do 
so.  The  courses  taken  by  them  include  mathematics, 
drafting  and  applied  science,  and  their  tuition  bills  are 
paid  by  the  United  Railways. 

The  apprenticeship  course  under  these  conditions  was 
started  in  1916  with  a  maximum  enrollment  of  20  boys, 
divided  in  the  electrical  repair  shop,  machine  shop,  car 
building  shop  and  paint  shop.  The  rate  of  pay  at  that 
time  was  12  cents  per  hour  for  the  first  six  months  of 
continuous  service,  with  an  increase  of  1^  cents  per  hour 
at  the  beginning  of  each  six-months  period.  This 
brought  the  rate  for  the  eighth  or  final  period  to  22^ 
cents  per  hour.  This  rate  necessarily  has  had  to  be 
increased  under  the  present  changed  conditions. 

In  each  department  of  the  shops  the  boy  starts  in  with 
the  simplest  work  and  gradually  acquires  experience  in 
all  branches  of  his  trade.  For  instance,  in  the  machine 
shop  an  apprentice  is  put  on  the  drill  press  for  the  first 
six  months.  During  the  next  3^  years  he  is  advanced 
from  machine  to  machine  until  he  has  had  experience  in 
every  kind  of  shop  work  in  that  department.  In  the 
other  departments  apprentices  are  likewise  started  with 
the  simpler  duties  and  moved  higher  as  the  course  con- 
tinues. 

The  only  time  that  there  has  been  any  interruption  to 
this  system  of  apprentice  training  was  during  the  war 
years  of  1917  and  1918,  when  a  number  of  the  boys  who 
had  had  one  or  two  years  training  left.  With  the  ex- 
perience they  had  acquired  they  found  it  possible  to  ob- 
tain better  paying  positions  in  manufacturing  plants  in 
St.  Louis.  In  1919,  after  this  artificial  spurt  in  manu- 
facturing was  over,  the  company  was  able  to  go  on  with 
its  course  in  the  regular  way. 

Since  the  plan  was  begun  in  1916,  and  up  to  June  1, 
1927,  nineteen  apprentices  had  completed  the  four-year 
course.  Of  this  number  fifteen  are  still  in  the  service  of 
the  company.  At  present  22  apprentices  are  taking  the 
course.    Of  this  number,  six  are  in  the  armature  room, 


four  in  the  machine  shop  and  twelve  in  the  carpenter 
shop. 

The  company's  experience  has  been  that  an  apprentice- 
ship course  of  this  kind  is  entirely  practical  and  beneficial 
both  for  the  boy  and  the  company  in  maintaining  the 
necessary  quota  of  skilled  mechanics.  The  schedule  fol- 
lowed is  given  in  the  accompanying  table. 

SCHEDULE  OF  WORK  FOR  APPRENTICES 

Machine  Shop: 

First  and  second  periods,  drill  press  and  bolt  cutter. 

Third  and  fourth  periods,  drill  press  and  shaper. 

Fifth  and  sixth  periods,  milling  machine  and  lathe. 

Seventh  and  eighth  periods,  planer  and  lathe. 
Paint  Shop: 

First  and  second  periods,  rough  work,  cleaning,  priming  and 
surfacing. 

Third  and  fourth  periods,  coating  and  brush-work. 

Fifth  and  to  eighth  periods,  brush  and  pencil  work,  striping  and 
lettering. 
Artnature  Room: 

First  period,  sleeving  and  tieing  coils. 

Second  period,  winding  coils. 

Third  period,  taping  coils. 

Fourth  period,  taping  fields. 

Fifth  period,  winding  fields. 

Sixth  period,  repairing  controllers. 

Seventh  period,  stripping  armatures. 

Eighth  period,  winding  armatures. 
Carpenter  Shop: 

First  period,  stripping  cars. 

Second  period,  floors  and  framing. 

Third  period,  car  hanging. 

Fourth  period,  car  framing. 

Fifth  period,  roof  and  side  panels. 

Sixth  period,  vestibules. 

Seventh  period,  fitting  sash  and  doors. 

Eighth  period,  ceiling  and  trimmings. 

After  an  apprentice  has  finished  his  course  of  foui 
years  work  in  the  company's  shop  and  has  received  the 
proper  rating  from  the  Ranken  Trade  School  he  is  given 
a  certificate  of  graduation  by  the  company.  His  pay  is 
then  increased  22  cents  per  hour  and  he  is  retained  in 
the  service  of  the  department  in  which  he  has  been 
trained.  Here  his  duties  and  rate  of  pay  are  comparable 
to  the  men  in  that  department  classed  as  journeymen. 


Street  Railway  Operation  of  Buses 
in  Germany 

RECENT  statistics  compiled  by  the  German  Street 
Railway  Association  show  that  the  77  members  of 
the  association  operate  1,064  buses  and  that  four  of 
these  operate  a  total  of  39  bus  trailers.  In  the  table 
compiled  by  the  association  the  operating  roads  were 
grouped  in  four  classes,  as  shown  in  the  accompanying 
table.     In  the  first  group  Hamburg  leads  with  58  buses 


STATISTICS    OF    BUSE.S    OPERATED    BY    MEMBERS    OF   GERMANT 
STREET  RAILWAY  ASSOCIATION 

No.  of  Number  of  Vehicles  .^-Length  of  Line— ^ 

Cos.         Type  of  Company  Buses         Trailers  Kilometers    Miles 

60    Street  railways 546                39             2,161          1,351 

10     Interurban  railways 41                                       655             409 

6     Private  railway  lines 46                  . .                  496              3i0 

1     Berlin  Omnibus  Company.. ..  431                                    307             192 


and  Dresden  has  55.  The  third  group  covers  small 
railroad  lines  outside  of  the  German  State  Railway  Sys- 
tem and  the  fourth  the  Berlin  General  Omnibus  Com- 
pany. This  road  is  classed  by  itself  because  it  is  con- 
trolled by  the  city  of  Berlin,  which  also  owns  the  street 
railway  system.  Hence  it  is  operated  in  non -competitive- 
service  with  the  Berlin  street  railway. 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1197 


Grease  Lubrication  for  Brake 
Hangers 

By  J.  Ed  Lawless 

Master  Mechanic  El  Paso  Electric 
Company,  El  Paso,  Tex. 

CONSIDERABLE  reduction  in 
time  and  cost  for  lubricating 
foundation  brake  rigging  of  electric 
cars  has  resulted  through  the  use  of 
Alemite  fittings  installed  in  various 
parts  of  the  trucks  by  the  El  Paso 
Electric  Company.  This  compatjy 
has  40  single-truck  Birney  cars  on 
which  this  method  of  lubrication 
has  been  installed.  Economies  have 
resulted  particularly  in  the  lubrica- 
tion of  half-ball  hangers.  It  is  diffi- 
cult to  lubricate  the  balls  and  sockets 
of  these  hangers  as  it  is  necessary  to 
remove  them  both  in  order  to  get  the 
grease  in  properly.  One  of  the  car 
truck  inspectors  of  the  railway  con- 
ceived the  idea  of  installing  Alemite 
fittings  on  the  shoe  heads  and  hanger 
holders  so  that  grease  for  lubrication 
can  be  forced  into  the  sockets  by 
using  the  standard  high-pressure 
grease  gun. 

This  plan  has  worked  out  very 
satisfactorily.  As  the  cars  are  over- 
hauled, each  shoe  head  and  hanger 
holder  casting  is  drilled  and  tapped 
and  a  fitting  is  screwed  in  the  end  of 
the  casting  between  the  sockets  so 
that  grease  injected  through  the  fit- 


tings will  be  forced  both  ways  along 
the  bolt  into  the  socket.  Twelve 
fittings  are  required  per  truck.  The 
time  and  labor  of  installing  are  small 
and  the  cost  of  the  fittings  amounts  to 
only  a  few  cents  each. 

The  advantages  of  lubricating  these 
parts  by  this  method  are  shown  in 
the  reduction  of  time  required.  Tests 
were  made  to  obtain  actual  figures  of 
time  and  cost  of  labor  saved.  To 
remove  the  brake  hanger  bolts  and 
put  grease  in  the  sockets  requires  40 
minutes'  time  of  a  truck  inspector  and 
his  helper,  80  minutes  for  one  man. 
This  labor  costs  47  cents.  A  helper 
can  lubricate  the  hangers  on  a  car 
equipped  with  Alemite  fittings  in 
four  minutes  at  a  cost  of  2  cents  for 
labor.  The  saving  effected  is  one 
hour  and  sixteen  minutes  or  45  cents. 
The  work  of  attaching  the  grease  gun 
connection  and  injecting  the  grease  is 
so  simple  that  every  car  is  assured  of 
having  the  brake  hangers  lubricated 
at  every  inspection.  The  parts  being 
amply  lubricated  will  not  wear  nearly 
as  rapidly  and  therefore  the  cost  of 
maintenance  is  reduced.  Also  the 
noise  of  loose  rattling  brake  hangers 
is  eliminated. 


Try  a  "beauty  shop"  to  keep 
your  control  fingers  well  mani- 
cured. 


Convenient  Commutator 
Slotter 

IT  IS  not  practicable  in  Atlanta 
to  have  the  commutator  slotter 
mounted  on  the  machine  where  com- 
mutators are  turned  because  bearings 
are  fitted  while  the  armature  is  in 
the  lathe  and  the  time  does  not  permit 


Circles  indicate  points  on  truck  where  Alemite  fittings  have  been  installed  for  lubrication 


Commutator  slotter  constructed  in  the  shops 

of  the  Georgia  Power  Company, 

Atlanta,  Ga. 

of  the  additional  work  of  slotting  the 
commutator.  Accordingly  the  slot- 
ter shown  in  the  accompanying 
illustration  was  constructed  in  the 
shops  of  the  Georgia  Power  Com- 
pany. It  is  described  in  the  brief 
submitted  for  the  Charles  A.  Coffin 
Award.  For  the  slotting  operation 
the  armature  is  mounted  on  V  blocks 
on  the  stand.  The  pinion  end  V 
block  is  raised  or  lowered  to  level  the 
armature.  The  depth  to  which  the 
slotting  saw  will  cut  is  regulated  by 
an  adjusting  screw  on  the  left  leg  of 
the  stand,  which  raises  or  lowers  the 
motor  carriage. 

The  speed  of  the  motor  is  1,120 
r.p.m.  The  saw  is  carried  on  an 
extended  arbor  which  is  adjustable 
to  take  care  of  various  lengths  of 
armatures. 

The  motor  is  mounted  on  a  pivot 
which  makes  possible  the  slotting 
of  commutators  which  are  slightly 
skewed.  The  upright  supporting  the 
pinion  end  of  the  armature  is  adjust- 


1198 


ELECTRIC  RAILWAY  JOURNAL 


l'ol.70,No.27 


able  to  care  for  various  lengths  of 
armatures.  This  machine  provides 
a  clean-cut  job,  uniform  slots  and 
speedy  work. 


Aligning  Carbon  Box  With 
Brush-Holder  Studs 

DUE  to  rough  handling  of  brush- 
holders,  either  before  tney  are 
installed  in  railway  motors  or  during 
the  process,  the  studs  supporting  the 
brush-holder  framework  may  become 
bent,  so  that  the  carbon  box  is  thrown 
out  of  its  normal  position  in  relation 


Convenient    type    of    fixture    for    gaging 

brush-holder  studs  and  carbon 

brushways 


to  the  studs.    To  check  brush-holders 

just  previous  to  installation  and  make 
certain  that  correct  iX)sition  of  the 
carbon  box  is  maintained  a  special 
fixture  is  used  in  the  65th  Street  shop 
of  the  Third  Avenue  Railway,  New 
York  City. 

This  fixture  has  a  metal  block 
machined  accurately  to  the  same  size 
as  the  inside  of  the  brush-holder 
carbon  box.  For  some  types  of 
brush-holders  the  block  can  be  slotted 
so  as  to  fit  around  the  contact  springs 
and  tips  that  rest  on  top  of  the 
brushes.  The  upper  part  of  the 
block  has  a  projection  which  acts  as 
a  stop  when  inserted  in  the  carbon 
way  and  also  provides  for  pivoting 
an  extension  arm  to  gage  the  position 
of  the  upright  supporting  rods.  In 
the  accompanying  illustration  the  fix- 
ture is  shown  inserted  in  the  carbon 
box  of  a  brush-holder  and  the  exten- 
sion arm  is  just  engaging  the  insu- 
lator studs.  Where  these  are  in 
correct  position  the  arm  with  the  two 
slotted  sections  can  be  forced  down 
into  a  position  so  that  the  hinged 
block  comes  against  the  stop  at  the 
back  of  the  metal  piece  which  fits  in 
the  carbon  box  and  the  slotted  arm 


is  at  a  right  angle  to  this.  The  slots 
in  the  extension  arm  are  machined 
accurately  so  as  to  form  a  gage  for 
the  studs.  The  metal  block  forms 
a  gage  for  the  inside  of  the  carbon 
box.  A  handle  at  the  end  is  used  to 
remove  the  fixture. 


Use  of  this  type  of  fixture  has 
remedied  troubles  from  brush-holders 
being  out  of  alignment  when  installed 
in  motors.  Also,  correct  fit  of  the 
brushes  in  the  carbon  ways  is  assured 
and  flashing  due  to  incorrect  position 
of  the  brush-holders  is  eliminated. 


New  Equipment  Available 


Edgewise- Wound  Resistor 

EDGEWISE-WOUND  resistors, 
non-breakable  and  non-corrosive, 
have  been  placed  on  the  market  by 
the  General  Electric  Company, 
Schenectady,  N.  Y.  Resistors  of  this 
type  are  designed  for  use  on  electric 
cars,  electric  locomotives  and  gas- 
electric  buses,  and  are  particularly 
suitable  where  vibration  and  exposure 
to  the  elements  tend  to  shorten  the 
life  of  the  more  fragile  cast-grid 
types  of  resistors. 

The  new  resistor  is  light  in  weight. 
The  six-unit  type  weighs  approx- 
imately 50  lb.  and  the  four-unit  re- 
sistor approximately  40  lb.  about  half 
the  weight  of  cast-grid  resistors  of 
corresponding  capacity. 

The  resistor  units  are  constructed 
of  unbreakable,  non-corrodible  ribbon 
rolled  from  a  special  alloy.  The 
joints  are  copper-to-copper  and  few 
in  number,  insuring  minimum  con- 
tact resistance.  The  ribbon  is  wound 
edgewise  over  heat-resisting  and  me- 
chanically strong  insulation,  fitted 
over  the  edges  of  reinforced  punched 
steel  bars.    The  units  themselves  are 


Form  C,  edgewise  wound  resistor 

supported    on    steel    rods    with    sec- 
ondary insulation  of  mica. 

The  units  are  elliptical,  conserving 
space  and  permitting  the  use  of  more 
active  ribbon.  The  alloy  has  a  prac- 
tically constant  temperature  coeffi- 
cient, resulting  in  but  slight  variation 
in  resistance.     Its  specific  resistance 


is  materially  higher  than  that  of  cast 
iron. 

Terminals  welded  to  the  ends  of 
the  alloy  ribbon  insure  perfect  me- 
chanical and  electrical  joints.  Ter- 
minals at  the  ends  of  the  resistor 
frame  simplify  the  connection  of 
leads  and  also  facilitate  making  vari- 
ous series  and  parallel  combinations. 
Clamp  terminals  for  connecting  to  in- 
termediate turns  of  each  unit  permit 
accurate  adjusting  of  each  resistance 
step. 

Any  single-coil  unit  can  be  replaced 
without  disturbing  the  others.  Both 
the  four-unit  and  six-unit  edgewise- 
wound  resistors  are  interchangeable 
with  certain  forms  of  cast-grid  and 
other  types  of  General  Electric  resis- 
tors, all  having  identically  located 
supporting  bolt  holes.  In  many  in- 
stances, however,  fewer  boxes  can  be 
used  than  are  necessary  with  the  cast- 
grid  types. 


Safety  devices  make  cars  safe, 
modern     renewals     make     them 


save. 


Ticket  Printer  for  Use  in 
Ticket  Office 

STANDARD  size  cardboard  tickets 
are  issued  on  demand  by  a  ma- 
chine announced  by  the  Ohmer  Fare 
Register  Company,  Dayton,  Ohio. 
The  new  ticket  printer  turns  a  card- 
hoard  slip  into  a  railway  ticket  in- 
stantly with  the  name  of  the  station 
of  departure  and  destination,  the 
date,  the  ticket  number,  the  amount 
paid,  the  number  of  miles  and  such 
special  instructions  as  may  be  desired. 
Not  only  are  the  tickets  printed 
and  issued  accurately  and  quickly,  but 
a  complete  detailed  record  of  all  the 
essential  information  is  printed  auto- 
matically in  duplicate  on  two  control 
tapes.  One  of  these  tapes  is  acces- 
sible to  the  ticket  seller  at  all  times 
and  is  used  by  him  for  the  purpose 
of  checking  and  balancing  his  re- 
ceipts.   The  other  control  tape  is  for 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1199 


New  type  of  printing  machine  for  tickets 
to  be  used  in  ticket  office 


Sample  set  of  tickets  and  records  from  an 
Ohmer  ticket  office  ticket  printer 

A — Ticket  seller's  opening  control  ticket. 

B — Ticket  seller's  detail  record  of  all 
tickets  sold.  A  duplicate  of  this  record  is 
locked  in  the  machine  for  the  traveling 
auditor. 

C — Ticket  seller's  closing  control  ticket. 

the  use  of  the  auditor  and  is  acces- 
sible only  to  him  or  his  authorized 
representative.  It  is  removed  at  such 
times  as  may  be  desired  for  the  pur- 
pose of  checking  and  is  filed  as  a 
permanent  record  of  ticket  sales. 

In  addition  to  the  protection  of- 
fered by  the  control  tape,  the  machine 
is  provided  with  segregating  totaHz- 
ers  which  are  accessible  to  the  auditor 
only,  or  his  representative.  From 
these  totalizers  may  be  taken  at  any 
time  printed  totals  showing  the  num- 
ber of  tickets  sold  by  the  ticket  office 
to  any  destination.  From  another 
automatic  counter  the  total  number 
of  all  tickets  sold  is  visible  at  all 
times. 

The  ticket  seller  upon  starting 
work  prints  and  issues  what  is  called 
a  control  ticket,  upon  which  he  enters 
his  name  and  time  of  starting.     At 


the  end  of  his  day's  work  he  issues 
a  similar  ticket,  upon  which  he  en- 
ters the  day's  receipts  and  his  name. 
He  then  becomes  responsible  for  all 
tickets  issued,  as  shown  by  the  con- 
secutive numbers  between  those  of 
his  starting  and  closing  control  ticket. 
The  auditor's  duplicate  control  tape 
bears  a  record  of  these  control  tickets 
so  that  no  possible  operation  of  the 
machine  can  be  lost  sight  of. 

In  an  accompanying  ilhistration  a 
series  of  five  tickets  are  shown.  The 
two  control  tickets  were  issued  by  the 
ticket  seller  to  himself  at  the  begin- 
ning and  at  the  close  of  his  working 
period.  The  closing  control  ticket 
gives  the  amount  of  sales  as  well  as 
the  quitting  time.  The  first  and  last 
ticket  numbers  on  the  control  record 
slip  correspond  with  these  two  con- 
trol tickets,  and  the  five  other  num- 
bers on  the  control  record  slip  corre- 
spond to  the  numbers  of  the  tickets 
actually  sold.  The  amount  of  the  sale 
appears  on  both  the  ticket  itself  and 
the  control  record  slip,  as  do  the  fig- 
ures representing  the  destination. 

Taking  ticket  3147,  for  example, 
we  find  it  was  sold  to  Dayton  for 
$12.82.  This  amount  also  appears  on 
the  control  record  slip  opposite  the 
corresponding  consecutive  number, 
together  with  No.  37,  representing 
the  destination  point  (Dayton).  No. 
37  also  appears  on  the  ticket. 

By  following  the  line  to  the  lower 
part  of  the  illustration  it  is  seen  in 
the  reproduced  record  taken  from  the 
segregating  totalizer  the  opening 
count  for  tickets  sold  to  date,  namely, 
9947,  and,  further  up,  the  closing 
figure,  9948,  showing  that  one  ticket 
has  been  sold. 

The  mileage,  as  well  as  the  amount 
of  farCj  is  printed  on  the  ticket.  The 
ticket  sold  to  Dayton  for  $12.82 
shows  M351,  which  indicates  351 
miles.     No.  2004,  which  appears  on 


the  ticket  just  below  the  consecutive 
number,  is  the  station  number  from 
which  the  tickets  are  sold,  in  this  case 
St.  Louis.  No.  2004  is  also  printed 
adjacent  to  the  opening  and  closing 
numbers  on  the  segregating  totalizer 
for  the  total  number  of  tickets  of  all 
kinds  sold  from  that  office. 


Adjustable  Head  in  New 
Spray  Gun 

FOR  any  spray  painting  system  the 
principal  unit  is  the  gun.  To 
provide  for  changed  conditions  in 
finishing  and  painting  work,  the 
De  Vilbiss  Company  has  just  brought 
out  a  new  spray  gun  with  several 
improved  features.  One  of  these  is 
the  spray  head  with  graduated  adjust- 
ment to  control  both  character  and 
width  of  the  fan  spray.  The  gradu- 
ated adjustment  makes  it  possible  to 
return  quickly  to  a  previous  setting 
for  producing  any  desired  spray.  The 
air  can  also  be  cut  off  to  produce  a 
round  spray.  This  adjustable  spray 
head  eliminates  split  sprays  and  over- 
spray    and    insures    proper    balance 


New  spray  gun  with 
improved  pieces 


between  the  amount  of  material  used, 
the  nature  of  the  work  and  the  speed 
of  operation. 

Another  improved  feature  is  the 
self-centering  of  nozzle  parts,  making 
it  impossible  for  these  to  get  out  of 
alignment. 

The  new  gun,  known  as  type  AV, 
has  a  construction  such  that  with  low 
air  pressure  ranging  from  40  to 
60  lb.  and  a  minimum  air  consump- 
tion, the  material  is  finely,  softly  and 
evenly  atomized  and  a  smooth,  uni- 
form coating  can  be  put  on.  Perfect 
atomization  and  uniformity  of  coat- 
ing reduce  sanding  time  and  rubbing 
labor  to  a  minimum. 

The  fluid  tip  is  made  of  high 
manganese  chrome  alloy  steel,  double 
heat  treated  and  ground  to  gage.  The 
body  is  made  of  a  special  high- 
strength,  heat-treated,  alloy  aluminum 
drop  forging. 


1200 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  Ko27 


Association  Activities 


Human  Engineering 

By  Charles  M.  Schwab 

Chairman  of  the  Board  Bethlehem  Steel 

Corporation 

IF  THERE  is  one  outstanding  slogan 
which  serves  as  a  common  motto 
for  American  industry  today,  that 
slogan  is  expressed  in  the  phrase 
"Safety  First."  The  fact  that  this 
has  become  the  outstanding  slogan  is 
an  expression  of  the  supreme  manage- 
ment of  American  industry,  namely, 
that  the  conduct  of  industry  involves 
not  merely  the  efficient  direction  of 
machines  but  primarily  the  guidance, 
the  protection  and  the  promotion  of 
the  welfare  of  human  beings. 

Human  engineering — that's  the  real 
study  of  the  great  engineer  of  today: 

Our  railroads  are  realizing  amazing 
results.  I  was  told  the  other  day  that 
the  great  Pennsylvania  Railroad  has 
this  fall  been  handling  a  volume  of 
freight  about  equal  to  that  of  1923 
with  one-third  less  equipment.  Men 
are  being  paid  better  wages,  conditions 
of  work  are  being  made  better,  the 
public  is  getting  a  better  service;  there 
is  economy,  profit  and  progress  all 
around. 

Our  railroads,  too,  engaged  in  an 
occupation  with  many  unavoidable 
hazards,  give  constant  thought  to 
safety— safety  for  their  passengers, 
but,  above  all  else,  safety  for  the 
human  being,  without  whom  all  the 
tracks,  bridges,  cars  and  locomotives 
in  the  world  would  not  make  possible 
the  operation  of  a  single  railroad. 

An  unusual  contribution  to  the  pro- 
motion of  healthy  rivalry  among 
railroads  in  attaining  safety  has  been 
made  by  the  American  Museum  of 
Safety.  For  some  years  before  the 
war  and  since  then — during  the  last 
two  years  — that  organization  has 
awarded  annually,  bv  virtue  of  the 
generous  action  of  Mrs.  E.  H.  Har- 
riman,  whose  late  husband  was  one 
of  our  greatest  railroad  men,  the 
Harriman  memorial  medals,  to  those 
Class  I  steam  railroads  which,  in  their 
respective  groups,  have  done  the  most 
.durmg  the  year  to  secure  progress  in 
safety  and  accident   prevention. 

The  gold  medal  for  the  vear  ended 
Dec.  31,  1926,  has  been  awarded  to 
the  Norfolk  &  Western  Railway.  This 
railway  has  realized  a  most  remarkable 
result,  showing  a  reduction  of  28  per 
cent  in  the  number  of  persons  killed 
for  the  year  1926,  as  compared  with 
1925.  and  of  15  per  cent  in  the  number 
nijured.  This  result  was  obtained 
notwithstanding  an  increase  of  over 
8  per  cent  in  the  number  of  miles  run 
by  its  locomotives. 

*  Abstract  of  an  address  at  a  meeting  of 
the  American  Museum  of  Safety  at  New 
York  City,  Dec.  28.  on  the  occasion  of  the 
presentation  of  the  R.  H.  Harriman 
memorial  medals  and  special  certificate  to 
railroads  for  safety  and  accident  pm-cntion 
work  in  the  year  ended  Dec.  31,  1926. 


The  members  of  the  award  commit- 
tee were  so  impressed  with  the  show- 
ing made  by  the  Norfolk  &  Western 
Railway  in  1926  that  all  members  of 
the  committee  commented  on  it  as  one 
of  the  outstanding  examples  in  recent 
years  of  the  results  of  applying  in- 
telligent safety  methods  to  railway 
operation. 

The  silver  medal  has  been  awarded 
to  the  Duluth,  Missabe  &  Northern 
Railway.  This  company  again  shows 
a  record  of  no  passengers  or  em- 
ployees killed  during  the  year.  This 
company  realizes  the  additional  dis- 
tinction of  winning  the  silver  medal 
for  the  second  year  in  succession. 

The  bronze  medal  is  awarded  to  the 
Quincy,  Omaha  &  Kansas  City  Rail- 
road. This  is  a  small  railroad  and  one 
of  the  less  prosperous,  but  it  went 
through  the  entire  year  of  1926  with- 
out injuring  a  single  passenger  or 
employee. 

T  congratulate  the  management  as 
well  as  the  employees  of  each  of  these 
railroads  upon  winning  these  awards. 
Such  results  are  not  achieved  by  hap- 
hazard methods.  The  awards  are 
made  as  a  token  of  thought  and  vigi- 
lance during  every  hour  of  the  day 
and  night,  the  slightest  lapse  at  any 
moment  meaning  danger  if  not  disaster. 

These  railroads,  and  all  the  others 
who  have  participated  in  this  competi- 
tion, have  made  a  new  contribution 
toward  the  science  of  human  engineer- 
ing. May  safety  first  and  the  welfare 
above  all  else  of  the  human  being  con- 
tinue to  be  the  watchword  of  all  our 
railroads  and  all  our  other  industries. 


Program  Announced  for 
Midwest  Meeting 

MANY  subjects  of  interest  are  listed 
on  the  program  for  the  midyear 
meeting  of  the  Midwest  Electric  Rail- 
way Association  to  be  held  at  Hot 
Springs.  Ark.,  Jan.  16  and  17.  Follow- 
ing is  the  schedule  of  events  for  the 
two  days : 

Monday,  Jan.  16 

9 :00  a.m. — Registration. 

10 :00  a.m. — Address  of  Welcome,  F.  Les- 
lie Body,  manager  Hot  Springs  Chamber 
of  Commerce. 

10:10  a.m. — Response — F.  G.  Buffe,  vice- 
president. 

10 :20  a.m. — "The  Power  of  Leadership," 
by  J.  B.  Wootan,  editor  Public  Service 
Magazine. 

1 1  :00  a.m. — Resume  of  the  legislative 
situation  at  Washington,  by  Leslie  Vickers, 
economist  A.E.R.,\. 

11:30  a.m. — "Building  Sales  Instinct  in 
Men,"  by  R.  C.  Forman,  Stone  &  Webster. 

12:15  p.m. — Luncheon:  (a)  Subject. 
"Transportation  Failures" — leader,  R.  C. 
CofFy,  vice-president  and  general  manager 
Fort  Smith  Light  &  Traction  Company. 

(b)  Subject,  "Mechanical  Problems" — 
leader,  W.  J.  Martin,  chief  engineer  North- 
east Oklahoma  Railroad. 


3  :00  p.m. — Sightseeing  trip  for  all  dele- 
gates and  guests. 

6 :30  p.m. — Banquet,  Arlington  Hotel ; 
music  by  K.  T.  H.  S.  Orchestra  and  Mis- 
souri Pacific  Colored  Quartet. 

"Relationship  Between  the  Press  and 
Public  Utilities,"  by  Walter  M.  Ebel,  city 
editor  Sentinel-Record,  Hot  Springs. 

"The  Industrial  Opportunities  of  the 
Midwest,"  by  Dr.  C.  H.  Brough,  former 
Governor  of  Arkansas. 

Dancing. 

Tuesday,  Jan.  17 

9 :4S  a.m. — "The  Bus  in  Urban  Trans- 
portation," by  D.  E.  Druen,  superintendent 
of  bus  maintenance  Kansas  City  Public 
Service  Company. 

10:15  a.m. — "Developments  in  Modern 
Electric  Railway  Equipment,"  by  Claude  L. 
Van  Auken,  managing  editor  Electric 
Traction. 

1 1 :00  a.m. — "Municipal  Transportation ; 
Civic  Responsibility  and  Performance,"  by 
C.  M.  Ballou,  City  Street  Railway  Com- 
missioner, Cleveland. 

1 1 :4S  a.m. — Business  session. 


COMING  MEETINGS 
OF 

Electric  Railway  and 
Allied  Associations 

Jan.  6 — Metropolitan  Section, 
A.  E.  R.  A.,  Engineering  Societies 
Building.  39  W.  39th  Street,  New 
York,  N.  Y.,  8  p.m. 

Jan.  16-17 — Midwest  Electric  Rail- 
way Association,  Hot  Springs,  Ark. 

Jan.  lS-19 — Kentucky  Association 
of  Public  Utilities,  annual  meeting 
Brown  Hotel,  Louisville,  Ky. 

Jan.  /*-/9— Central  Electric  Traf- 
fic Association,  Hotel  Gibson,  Cin- 
cinnati, Ohio. 

Jan.  25 — Central  Electric  Railway 
Master  Mechanics'  Association,  Ho- 
tel Gibson,  Cincinnati,  Ohio. 

Jan.  25-26 — American  Railway  As- 
sociation, Motor  Transport  Division, 
organization  meeting.  Palmer  House. 
Chicago,  III. 

Jan.  25-27 — Electric  Railway  Asso- 
ciation of  Equipment  Men,  Southern 
Properties,  Roosevelt  Hotel,  New 
Orleans,  La. 

Jan.  26-27 — Central  Electric  Rail- 
way Association,  Hotel  Gibson,  Cin- 
cinnati, Ohio. 

Jan.  5/— New  York  Electric  Rail- 
way Association,  annual  meeting. 
Hotel  Commodore,  New  York,  N.  Y. 

Feb.  13-17 — .American  Institute  of 
Electrical  Engineers,  winter  conven- 
tion. New  York,  N.  Y. 

Feb.  /7-/«— Central  Electric  Rail- 
way Accountants'  Association,  Hotel 
Gibson,  Cincinnati,  Ohio. 

May  2-5 — Southwestern  Public 
Service  Association.  Dallas,  Texas. 

July  8-12— VuhVio  Utilities  Adver- 
tising Association  and  International 
Advertising  Exposition,  Detroit,  Mich. 

SEPT.  22-28,  1928 
American    Electric    Railway 
Association,   47th    annual    con- 
vention, Cleveland,  Ohio. 


December  31, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1201 


^ews  qffhe  Industiy 


^^ 


I.C.C.  Grants  Increase  on 
North  Shore  Line 

Intrastate  passenger  fares  on  the  Chi- 
cago, North  Shore  &  Milwaukee  Rail- 
road, Highwood,  111.,  were  ordered 
raised  from  3  cents  to  3.6  cents  a  mile 
by  the  Interstate  Commerce  Commis- 
sion on  Dec.  22.  The  increase,  which 
was  granted  in  order  to  remove  unjust 
discrimination  against  interstate  com- 
merce, is  to  become  effective  on  or  be- 
fore Feb.  15. 

Appeal  to  the  Interstate  Commerce 
Commission  was  resorted  to  by  the  rail- 
road following  the  refusal  of  the  Illinois 
and  Wisconsin  Public  Utility  Commis- 
sions to  allow  an  increase  in  rates  within 
the  two  states.  Claiming  that  the  intra- 
state fares  of  the  North  Shore  Line 
from  Chicago  to  competitive  Illinois 
points  and  from  Milwaukee  to  com- 
petitive Wisconsin  points  ranged  from 
4  to  23  cents  less  than  those  of  its  steam 
railroad  competitors  and  that  on  this 
account  interstate  passengers  were  being 
discriminated  against,  the  railroad  took 
its  case  before  the  federal  commission. 
The  interstate  fares  of  the  North  Shore 
Line  were  increased  last  spring  from 
3  to  3.6  cents  per  mile,  to  match  the 
steam  railroads'  tariffs. 


Protection  Sought  for  Car  Men 

in  Memphis 

Two-men  cars  and  armed  guards  on 
outlying  runs  are  to  be  demanded  by 
the  trainmen  in  Memphis,  Tenn.,  as 
a  protection  for  car  operators  against 
bandits.  This  is  the  aftermath  of  the 
recent  slaying  of  Robert  H.  Calvery, 
motorman  on  the  Chelsea  Avenue  Line 
of  the  Memphis  Street  Railway.  As  a 
protection  for  its  men  the  company 
meanwhile  is  employing  special  officers 
and  plain  clothes  men  to  ride  on  cars 
making  outlying  runs.  It  has  also  of- 
fered a  $500  reward  for  the  apprehen- 
sion of  the  slayer  of  Mr.  Calvery.  The 
union  is  ofifering  a  like  reward. 


which  it  was  or  was  to  be  supplied  to 
the  municipality  or  its  inhabitants,  or 
to  enter  into  contract  for  such  service. 
It  would  further  urge  the  Legisla- 
ture to  enact  a  law  which  will  give  cities 
authority  to  own  and  operate  buses. 


Ceremonies  Attend  Power  Station 

Opening  at  Norfolk 

The  new  several  million  dollar  addi- 
tion to  the  Reeves  Avenue  power  sta- 
tion of  the  Virginia  Electric  &  Power 
Company  at  Norfolk,  Va.,  was  formally 
opened  on  Dec.  7.  Special  ceremonies 
were  arranged  for  the  opening  vvliich 
makes  the  plant  one  of  the  largest  in  the 
South  and  virtually  doubles  its  capacity. 


One-Man  Cars  to  Be  Run  Over 
Steam  Tracks  in  Sharon 

Permission  to  operate  one-man  cars 
over  steam  railroad  tracks  in  the  city 
of  Sharon,  Pa.,  has  been  granted  to  the 
Shenango  Valley  Traction  Company  by 
the  Pennsylvania  Public  Service  Com- 
mission. Before  the  company  can  install 
the  one-man  operation  the  commission 
directs  that  it  must  adopt  certain  safety 
conditions. 

The  Shenango  Valley  Traction  Com- 
pany operates  a  line  17.73  miles.  Its 
one-man  cars  will  now  run  over  the 
tracks  of  the  Erie  Railroad  in  Sharon, 
Pa.  Train  movements  over  the  crossing 
are  largely  industrial  and  average  alx)ut 
eight  a  day. 


Atlanta  Company  Praised 

State  commission  says  that  railway  patrons  in  Southern  city 

have  enjoyed  a  fare  for  the  past  nine  years  that 

experience  has  shown  to  be  too  low 


Recommendations  by  New  York 

State  Mayors 

The  New  York  State  Conference  of 
Mayors,  sometimes  called  the  "third 
house"  of  the  Legislature,  will  supple- 
ment the  Governor's  message  by  send- 
ing to  that  body  its  recommendations 
when  the  Legislature  meets  in  January. 
Regarding  utility  legislation,  the  con- 
ference said  it  would  urge  the  enact- 
ment of  legislation  of  a  permissive 
character  which  would  give  to  the 
municipalities  the  right  to  acquire,  con- 
struct, own,  lease  and  operate  within 
or  without  their  corporate  limits  any 
public    utility,    product    or    service    of 


IN  ITS  opinion  in  the  Atlanta  fare 
case  fixing  the  new  fares  on  the  city 
lines  of  the  Georgia  Power  Company 
at  10  cents  cash  with  four  tickets  for  30 
cents  or  twenty  for  $1.50  the  commission 
said  that  experience  has  demonstrated 
beyond  question  that  the  commission  in 
the  1918  and  1920  cases  fixed  a  fare  too 
low.  The  state  body  says  that  if  it  had 
provided  a  reasonable  fare  in  1918  and 
1920,  the  recent  application  would  have 
had  no  excuse  for  existence  at  this  time. 
The  same  authority  says  it  may  appear 
to  some  as  unfortunate  that  this  was  not 
done,  but  be  that  as  it  may,  patrons 
of  the  railway  have  enjoyed  a  fare  for 
the  past  nine  years  that  experience  has 
shown  to  be  too  low. 

Considering  the  scant  earnings  of  the 
company  for  a  long  number  of  years,  the 
commission  did  not  feel  justified  in  doing 
less  than  had  been  concluded  to  be  rea- 
sonable, but  at  the  end  of  twelve  months 
from  the  effective  date  of  the  order  just 
entered  the  commission  will  consider  ihe 
earnings  of  the  company  under  the  new 
scale  of  rates,  and  if  conditions  at  that 
time  justify  it,  the  commission  will  take 
proper  steps  to  make  due  corrections. 

In  the  commission's  opinion  the 
Georgia  Power  Company  is  now  render- 
ing the  best  railway  service  in  its  his- 
tory, and  certainly  far  in  excess  of  any 
period  experienced  by  any  of  its  prede- 
cessors, due  in  no  small  degree  to  the 
splendid  personnel  in  the  operating  de- 
partment, "the  motormen,  conductors 
and  other  employees  in  the  railway  de- 
partment being  composed  of  as  high  a 
type  of  men  as  will  be  found  anywhere 
in  the  United  States."  The  commis- 
sion says: 


As  shown  by  the  record  in  this  case  the 
company  operates  under  conditions  which 
prevail  in  comparatively  few  cities  through- 
out the  country.  The  physical  values  of  the 
railroad  property  include  approximately 
$4,000,000  for  paving  the  streets  traversed 
by  the  various  lines  of  applicant,  which  is 
required  under  franchises.  It  is  also  shown 
from  the  record  that  the  company  is  re- 
quired to  pay  to  the  city  of  Atlanta  a  gross 
receipt  tax  of  3  per  cent  of  all  revenues 
taken  in.  As  a  result  of  this  street  paving 
cost,  there  is  charged  to  operating  expenses 
approximately  $100,000  for  depreciation, 
and  there  is  included  in  the  return  resulting 
from  the  rates  approved  herein  $280,000,  or 
a  total  of  $380,000,  which  must  be  paid  by 
the  car  riders  on  account  of  this  street  pav- 
ing cost.  As  a  result  of  the  3  per  cent 
gross  receipt  tax,  there  is  to  be  charged  to 
expenses  approximately  $180,000.  In  other 
words,  there  is  to  be  added  to  operating 
expenses,  which  results  in  a  deduction  from 
the  net  income,  $560,000  per  annum,  due  to 
the  paving*  charges  and  gross  receipt  tax. 
These  charges  to  operating  e.xpenses  are 
conditions  over  which  the  commission  has 
no  control,  but  at  the  same  time  it  is  obvi- 
ously necessary  that  these  items  of  operat- 
ing cost  be  considered  in  determining  such 
a  rate  of  fare  as  is  necessary  under  condi- 
tions enumerated  herein. 

In  the  early  part  of  1924  the  com- 
pany petitioned  the  Mayor  and  Council 
of  Atlanta  for  relief,  and,  among  other 
things,  asked  the  City  Council  to  ap- 
prove fares  covered  by  the  company's 
petition  in  the  recent  case.  The  record 
shows  that  the  City  Council  advised  the 
company  it  had  no  jurisdiction  over  the 
car  fares,  and  without  expressing  an 
opinion  for  or  against  the  petition,  sug- 
gested that  it  was  a  matter  to  be  con- 
sidered by  this  commission.  During 
the  proceedings  before  the  City  Council 
it  was  agreed  between  the  company  and 


1202 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


Council  that  a  valuation  and  audit  should 
be  made  of  the  company's  street  railway 
property  and  its  records,  the  cost  of 
same  to  be  paid  by  the  company,  where- 
upon the  city  employed  nationally  known 
engineers  and  auditors  to  do  this  work. 

It  was  contended  by  the  company  that 
it  was  not  earning  a  reasonable  return 
on  the  fair  value  of  its  property  devoted 
to  the  public  use.  Evidence  submitted 
at  tlie  hearing  showed  a  decrease  in  net 
earnings  for  the  years  1921  to  1926,  in- 
clusive, except  the  years  1924  and  1925. 
The  commission  said: 

In  order  to  determine  whether  or  not  the 
company  is  earning  a  reasonable  return,  it 
is  first  necessary  to  determine  what  is  the 
fair  value  of  the  railway  property  devoted 
to  the  public  use  on  which  the  company  is 
entitled  to  earn  a  reasonable  return.  In  this 
case,  the  company  submitted  various  values. 
What  is  known  as  the  historical,  or  cost 
value,  is  based  upon  the  value  found  by  En- 
gineer Baehr,  in  his  appraisal  as  of  March 
18,  1912,  which  was  made  with  the  intention 
of  leasing  the  properties  of  the  Georgia  Rail- 
way &  Electric  Company  to  the  Georgia 
Railway  &  Power  Company.  The  physical 
property,  as  found  by  Engineer  Baehr  at 
that  time,  excluding  jointly  used  property, 
but  including  overhead  charges,  was 
$8,766,673.  Additions  and  betterments  to 
the  property,  not  including  jointly  used 
property,  from  1912  to  Dec.  31.'  1926. 
amounted  to  $7,378,162,  making  a  total 
historical  cost  value  of  the  physical  prop- 
erties, excluding  jointly  used  property,  but 
including  overhead  charges,  as  of  Dec.  31. 
1926,  $16,144,836.  Based  on  this  historical 
cost,  and  adjusted  to  prices  current  as  of 
Jan.  1,  1927.  loss  accrued  depreciation,  gives 
a  value  of  $21,989,421. 

The  record  shows  that  Engineer  Baehr 
made  another  appraisal  of  the  property,  as 
of  July  1,  1921,  and  the  physical  value 
found  by  him  on  that  date,  reproduction 
cost  new,  less  depreciation,  was  $17,813,099. 
Additions  and  betterments  to  the  property 
from  July  1,  1921.  to  Dec.  31.  1926. 
amounted  to  $4,805,865.  or  a  total  value, 
less  accrued  depreciation,  of  $22,618,964. 
The  value  found  by  Engineer  Beeler,  in  his 
appraisal  for  the  city  of  .\tlanta.  excluding 
jointly  used  property,  with  additions  and 
betterments  to  Dec.  31,  1926,  is  $19,614,216. 

Engineer  Luick  submitted  an  appraisal 
as  of  Jan.  1.  1927.  Mr.  Luick's  physical 
value  as  of  that  date,  less  depreciation,  and 
excluding  jointly  used  property,  was  $20.- 
402.860.  The  physical  value  found  by  Mr. 
Luick.  less  depreciation,  including  jointly 
used  property,  as  of  Jan.  1,  1927,  was 
$22,885,039. 

It  will  be  seen  that  all  values  above  re- 
ferred to  do  not  include  any  amount  for 
working  capital  or  going  concern  value, 
which  should  be  given  consideration  for 
rate-making  purposes.  Engineer  Luick  took 
the  position  that  $450,000  should  be  allowed 
for  working  capital  and  $2,500,000  as  going 
concern  value,  in  the  present  case. 

The  commission  did  not  in  1918  or 
1920  nor  has  it  in  this  case  considered 
capitalization  as  a  basis  for  the  rates. 
The  fair  value  of  the  property  used  and 
useful  is  the  only  basis  the  commission 
has  at  any  time  considered  for  the  com- 
pany, or  any  other  company  over  which 
it  has  jurisdiction,  in  arriving:  at  a  fair 
value  to  determine  a  fair  return. 

The  commission  said : 

Having  in  mind  the  consideration  given 
by  this  commission  of  applicant's  street 
railroad  property,  it  is  not  surprising  that 
in  December,   1924,   John  A.   Beeler,  con- 


sulting engineer  of  the  Beeler  Organization 
of  New  York  City,  found  occasion  in  his 
report  to  the  city  of  Atlanta,  dealing  with 
street  railway  property  of  applicant,  to  ex- 
press himself  as  follows:  "With  these 
rates  of  fare  under  the  present  operating 
conditions,  eleven  of  the  22  railway  lines 
are  not  taking  in  sufficient  to  pay  the  op- 
erating expenses.  If  this  condition  is  not 
speedily  righted,  it  is  evident  that  the  rail- 
way will  not  continue  to  function  properly, 
and  will  be  unable  to  finance  itself.  Prop- 
erly to  care  for  the  growth  and  develop- 
nient  of  the  community  the  additions  and 
improvements  outlined  in  this  report  must 
be  made.  This  involved  large  expenditures, 
as  is  shown  further  along.  To  obtain  the 
necessary  funds,  the  financial  condition  of 
the  railway  must  be  radically  changed.  To 
accomplish  this,  either  the  revenues  must 
be  increased  or  the  expenses  decreased,  or 
both.  As  shown  elsewhere  in  this  report, 
the  net  earnings  this  year  (1924)  are 
estimated  to  be  $566,358,  or  sufficient  to  pay 
a  return  of  8  per  cent  on  only  $7,090,000. 


ject  as  a  whole,  it  is  very  clear  that  they 
loan  more  to  the  reproduction  cost  new 
theory  than  to  any  other  method.  It  is  our 
belief  that  a  strict  adherence  to  the  repro- 
duction cost  new  theory  would  not  be  best 
for  the  company  or  the  citizens  it  serves. 
Conditions  could  happen,  as  they  have  hap- 
pened in  the  past,  which,  to  apply  such  a 
method,  would  work  disaster  for  the  com- 
pany as  well  as  a  hardship  on  the  public,  in 
so  far  as  such  would  result  in  the  loss  of 
service.  Such  a  theory,  if  applied  in  the 
last  half  of  1914,  1915  and  1916,  would 
have  bankrupted  most  of  the  companies 
throughout  the  country.  However,  taking 
the  rates  as  approved  in  this  case,  applied 
to  1926  business,  will  not  yield  more  than 
a  reasonable  return  on  a  valuation  far  be- 
low the  application  of  the  reproduction 
cost  new  theory,  plus  going  concern  and 
working  capital. 

It  was  the  opinion  of  the  commission 
that  the  value  of  the  railway  property 
under  consideration  in  this  case,  as  of 


Motormen  and  conductors . 
Cost  of  living 


1914  1920 

Wages  per  Hour  Wages  per  Hour 

Cents     Per  Cent  Cents     Per  Cent 

25             100  46             183 


100 


210 


1926 

Wages  per  Hour 

Cents     Per  Cent 

59  238 

54  215 

IAS 


The  discrepancy  between  these  earnings 
and  those  necessary  to  place  the  railway  on 
a  sound  footing  is  so  great  that  the  serious- 
ness of  the  present  situation  is  obvious. 
There  is  no  time  to  permit  of  any  unneces- 
sary delay  in  adopting  effective  corrective 
measures,  drastic  though  they  may  be.  If 
the  chief  transportation  agency  of  the  com- 
munity is  to  be  paralyzed,  it  is  not  to  be 
imagined  for  an  instant  that  the  results  will 
stop  there.  The  whole  social,  commercial 
and  industrial  fabric  is  dependent  upon  the 
proper  functioning  of  the  local  transporta- 
tion system,  for  it  is  to  the  community  what 
the  circulatory  system  is  to  the  human  body. 
Interfere  with  it  and  disaster  is  invited; 
kill  it,  and  the  community  dies  with  it." 

It  will  be  recalled  that  the  Beeler 
Organization  was  engaged  by  the  city 
to  study  the  transportation  system  in 
Atlanta. 

The  commission  says  that  experience 
has  demonstrated  that  it  was  too  con- 
servative in  its  judgment  of  what  the 
future  would  reveal,  with  the  result  that 
the  railway  business  would  have  long 
since  been  paralyzed  had  it  not  been  for 
the  sustaining  credit  and  support  of  the 
company's  light  and  power  and  gas  prop- 
erties.   The  company  said: 

Appearances  Are  Deceiving 
There  appears  to  be  a  common  belief  in 
the  community  served  by  the  railway  de- 
partment that  the  highly  maintained  prop- 
erty in  the  way  of  roadway  and  equipment, 
is  all  sufficient  evidence  that  the  railway 
department  has  been  prosperous,  else  this 
highly  maintained  condition  would  not 
exist.  Nothing  could  be  more  erroneous. 
It  is  also  apparent  that  there  is  a  general 
belief  that  the  large  number  of  new  cars 
purchased  by  this  company  during  the  last 
three  to  four  years  comes  out  of  earnings, 
which  is  another  error  and  without  any 
foundation  for  its  support. 

On  the  question  of  valuation  the  com- 
mission said : 

The  Supreme  Court  of  the  United  States, 
to  our  mind,  has  not  been  as  definite  in 
prescribing  rules  as  a  guide  for  arriving  at 
a  fair  value  as  a  proper  rate  base,  as  we 
believe  should  have  been  done.  However, 
considering  their  expressions  on  this  sub- 


Dec.  31,  1926,  was  not  less  than  $20,- 
000,000  for  rate-making  purposes. 

One  of  the  largest  items  of  expense 
in  the  railway  department  is  that  of 
transportation  cost,  represented  largely 
in  the  wages  of  motormen  and  conduc- 
tors. The  accompanying  table  shows  the 
wages  paid  motormen  and  conductors 
during  the  years  1914,  1920  and  1926,  as 
compared  with  the  average  cost  of  living 
in  Atlanta  during  these  years,  using  the 
wage  scale  and  the  living  cost,  as  pre- 
vailed in  1914,  as  100  per  cent. 

The  record  shows  that  the  wage  in- 
crease just  indicated  was  made  by  arbi- 
tration. The  wages  shown  in  the  record 
for  1926  are  54  cents  per  hour  for  two- 
man  cars  and  59  cents  per  hour  for  one- 
man  cars.  The  commission,  of  course, 
has  no  control  over  this  question. 

The  following  is  a  statement  of  rev- 
enues and  expenses  for  the  year  1926 : 

Operating  expenses {3,720,165 

Taxes 413,156 

Depreciation 394, 1 92 

$4,527,514 

Revenue $5,278,794 

4,527,514 

Net $751,280 

Based  on  a  value  of  $20,000,000  the 
net  revenue  just  noted  represents  a 
return  of  approximately  3.8  per  cent  on 
the  railway  property  of  the  applicant. 
The  commission  says  this  cannot  be 
justified  as  a  reasonable  return,  and 
shows  conclusively  that  an  increase  in 
revenue  is  demanded. 

The  fare  in  Atlanta  has  been  7  cents 
cash,  three  tickets  for  20  cents  or  fifteen 
for  $1.  There  have  been  no  children's 
rates.  Under  the  new  schedule  school 
children  are  to  pay  a  fare  of  5  cents,  but 
only  when  tickets  are  bought  by  them 
in  lots  of  twenty  for  $1  at  the  company's 
office  on  presentation  of  a  certificate 
signed  by  the  principal  or  teacher.  These 
tickets  are  to  be  good  on  schooldays  be- 
tween the  hours  of  7  a.m.  and  4  p.m. 


December  31, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1203 


Liberal  Franchise  Granted  to  Key 
System  for  Richmond 

A  new  street  railway  franchise  has 
just  been  granted  by  the  City  Council  of 
Richmond,  Cal.,  to  the  Key  System 
Transit  Company  which  will  become 
operative  on  Jan.  6  and  continue  in 
force  for  50  years.  It  is  one  of  the  most 
liberal  franchises  ever  granted  to  a  rail- 
way, for  in  it  the  principle  is  recognized 
that  the  railroad  should  not  pay  for  pav- 
ing and  that  so  long  as  the  company 
lives  up  to  the  terms  of  the  franchise 
the  city  has  no  right  to  grant  competing 
lines  other  franchises.  With  this  grant 
Richmond  becomes  the  only  city  in  Cali- 
fornia with  a  population  of  less  than 
25,000  persons  which  has  a  local  street 
car  system. 

According  to  the  provisions,  referred 
to  in  the  Electric  Railway  Journal 
for  Dec.  24,  page  1167,  the  city  agrees 
to  bear  all  the  expense  of  repay- 
ing when  such  is  made  necessary  by 
plans  for  regrading,  improving  the  sur- 
face or  changing  the  quality  or  quantity 
of  the  paving  originally  installed.  The 
company  agrees  to  make  necessary  re- 
pairs between  its  tracks  and  for  a  dis- 
tance of  2  ft.  on  each  side  of  them.  It 
is  further  provided  that  the  company 
shall  not  be  required  to  relocate,  move 
or  rearrange  any  of  its  tracks,  poles  or 
wires  for  a  period  of  three  years  from 
the  time  the  franchise  goes  into  effect. 
J.  Paul  St.  Sure,  an  Oakland  attorney, 
drew  up  the  franchise.  Negotiations  of 
the  company  with  the  city  were  con- 
ducted by  Paul  Goldsmith,  vice-presi- 
dent in  charge  of  public  relations. 


sion.  It  was  held  that  in  view  of  con- 
tinued operating  losses  sustained  by  the 
two  companies  and  the  action  of  the 
Watertown  City  Council  in  consenting 
to  indefinite  charge  of  the  present  fares 
the  petition  by  the  two  companies  should 
be  granted. 

Evidence  submitted  to  Commissioner 
Brewster  showed  that  the  net  deficit  of 
the  company  in  1926  was  $4,333  and  for 
the  first  ten  months  in  1927  $4,511.  The 
company  in  the  past  two  years,  by  re- 
ducing its  operating  expenses,  has  de- 
creased the  deficit,  but  according  to  the 
memorandum  by  Commissioner  Brew- 
ster there  was  no  prospect  of  net  earn- 
ings. Testimony  also  showed  that  the 
total  revenue  of  the  bus  company  for 
1926  was  $92,425,  while  its  expenses  of 
operation  were  $95,263,  showing  an  op- 
erating loss  of  $2,837,  and  for  the  first 
ten  months  in  1927  there  was  an  oper- 
ating deficit  of  $4,467. 


Sunday  Passes  Sell  Satisfactorily 
in  San  Francisco 

One  of  the  latest  steps  taken  by  the 
Market  Street  Railway,  San  Francisco, 
Cal.,  is  the  installation  of  a  pass  good 
all  day  on  Sundays  and  certain  holidays. 
As  the  company  expresses  the  matter  in 
the  Inside  Track,  "judging  by  the  ever- 
increasing  number  sold  each  week,  'it' 
is  being  very  kindly  received  by  our 
patrons." 

Competition  in  selling  these  passes 
between  conductors  at  the  different  divi- 
sions is  getting  so  keen  that  the  com- 
pany is  thinking  about  printing  the 
names  of  the  ten  super-salesmen  who 
sell  the  highest  number  of  passes  each 
month. 

One  conductor,  who  has  been  very  suc- 
cessful so  far,  explained  that  he  offers 
a  pass  to  each  boarding  passenger,  and 
says:    "Ride  all  day!    Only  20  cents!" 


Existing  Rates  in  Watertown 
Continued 

The  Public  Service  Commission  au- 
thorized on  Dec.  23  the  Black  River 
Traction  Company  and  the  Watertown 
Transportation  Corporation,  its  subsidi- 
ary, operating  in  Watertown,  N.  Y.,  to 
continue  its  existing  fare  rates,  10  cents 
cash  fare,  seven  tickets  for  50  cents, 
until  otherwise  ordered  by  the  commis- 


Problems  of  Greater  Boston 
Transit  Reviewed 

The  establishment  of  electric  service 
over  the  Saugus  branch  of  the  Boston  & 
Maine  Railroad  terminating  at  the  rapid 
transit  station  in  Everett,  Mass.,  is  dis- 
cussed in  the  report  regarding  service  in 
Greater  Boston  issued  by  the  Division 
of  Metropolitan  Planning.  This  would 
be  much  more  feasible  financially,  the 
report  states,  than  the  plan  of  running 
through  rapid  transit  trains.  Freight 
service  must  be  maintained  even  though 
steam  passenger  service  on  the  Saugus 
branch  is  abandoned. 

Service  by  trolley  is  now  furnished 
from  Saugus  to  Lynn  by  the  Eastern 
Massachusetts  Street  Railway,  but  to 
establish  through  service  coincident  with 
the  use  of  the  tracks  for  freight  service 
the  Metropolitan  Planning  report  states 
that  such  service  should  be  jointly  oper- 
ated by  the  Eastern  Massachusetts  and 
the  Boston  Elevated,  the  Elevated  re- 
ceiving all  fares  west  and  the  Eastern 
all  fares  to  the  east. 

Regarding  through  service  from  Bos- 
ton to  Chelsea  and  Revere  the  report 
mentions  that  there  is  already  through 
service  from  Revere  Beach  to  Maverick 
Square,  the  cars  of  the  Eastern  Massa- 
chusetts Street  Railway  operating  over 
the  tracks  of  the  Elevated  to  that  station 
and  that  both  railways  express  a  desire 
to  accommodate  the  public.  The  in- 
justices to  the  citizens  of  Chelsea  and 
Revere  on  their  not  enjoying  the  privi- 
lege of  a  single  street  railway  fare  from 
their  respective  cities  to  downtown  Bos- 
ton and  other  parts  of  the  metropolitan 
district  was  condoned.  The  Metro- 
politan Planning  Board  takes  the  posi- 
tion that  in  all  probability  acquisition  of 
the  Chelsea  Division  by  the  Elevated 
must  be  accompanied  by  some  contri- 
bution from  the  two  cities  benefited. 
But  the  report  expressed  doubt  whether 
the  Eastern  or  the  Elevated  would  act 
in  this  important  matter  until  the  Legis- 
lature had  finally  determined  the  future 
status  of  these  two  properties  and  de- 
cided whether  public  control  over  their 
operation  was  to  continue. 


Viaduct  Contract  Approved 
at  Atlanta 

Mayor  Ragsdale  of  Atlanta,  Ga.,  and 
President  Preston  S.  AVkwright  of  the 
Georgia  Power  Company  have  approved 
a  contract  with  the  Georgia  Power 
Company,  Atlanta,  Ga.,  whereby  $400,- 
000  will  be  contributed  by  that  corpora- 
tion toward  the  construction  of  the  twin 
viaducts  at  South  Pryor  Street  and 
Central  Avenue.  Actual  signing  of  the 
contract  makes  the  money  available  im- 
mediately. The  contract,  according  to 
Mayor  Ragsdale,  assures  ample  funds 
for  the  completion  of  the  two  spans,  the 
city's  $1,000,000  having  already  been 
augmented  by  $500,000  from  the  county 
and  $400,000  from  interested  railroads. 

The  contract  provides  that  the  present 
"jitney"  ordinance  remain  in  effect,  but 
that  in  the  event  of  its  repeal  the  city 
shall  pay  the  company  $50,000.  The 
agreement  further  stipulates  that  the 
$400,000  shall  be  charged  against  capi- 
tal expenditure  and  used  in  rate  making 
by  the  company;  that  interest  on  the 
$400,000  shall  be  paid  the  power  com- 
pany by  the  bank  in  which  the  money 
is  deposited,  until  it  is  used  for  con- 
struction ;  that  the  power  company  shall 
have  the  right  to  lay  tracks  on  both 
viaducts,  and  that  it  shall  be  assessed 
no  part  of  the  paving  charges  nor  shall 
it  be  charged  for  maintenance  save  for 
its  poles,  wires,  etc. 


Special  Service  on  Xmas  Day 
in  Memphis 

Co-operating  with  the  churches  and  as 
a  convenience  to  its  patrons  the  Mem- 
phis Street  Railway,  Memphis,  Tenn., 
operated  an  early  schedule  of  cars  on 
Dec.  25.  This  provided  for  a  run  arriv- 
ing uptown  at  5  a.m. 


Federal  Tax  to  Be  Deducted  from 
City  Payment  in  Chicago 

Under  a  decision  handed  down  by  the 
Illinois  Supreme  Court  on  Dec.  20  the 
Chicago  Surface  Lines  is  authorized 
in  computing  the  amount  due  the  city  of 
Chicago  under  the  1907  ordinances  to 
deduct  federal  income  taxes  paid  to  the 
government.  As  a  part  of  operating  ex- 
penses the  city  sued  the  Surface  Lines 
for  $2,338,596  on  the  ground  that  the 
companies  had  no  right  to  deduct  federal 
income  and  excise  taxes  before  comput- 
ing the  55  per  cent  of  net  receipts  due 
the  city  and  insisting  also  that  the  city 
was  entitled  to  interest  on  amounts  tend- 
ered by  the  companies  but  refused  by  the 
city  during  the  years  1920  to  1923,  in- 
clusive. The  issue  on  deduction  of  fed- 
eral taxes  extended  over  a  period  of 
nearly  seventeen  years.  The  Chicago 
Surface  Lines  opposed  both  claims  and 
its  contention  was  upheld  by  a  decision 
of  the  Appellate  Court. 

The  city  filed  a  petition  for  a  writ  of 
certiorari  for  appeal  to  the  Supreme 
Court  and  in  denying  this  plea  the 
court  sustains  the  Appellate  Court  deci- 
sion. 


1204 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


Repeal  of  Half-Fare  Rates  for 
Massachusetts  Pupils  Opposed 

Opposition  to  the  repeal  of  half-fare 
rates  for  school- pupils  in  Massachusetts 
was  voiced  by  the  Commissioners  of  the 
State  Department  of  Public  Utilities  in 
a  special  request  to  the  Legislature  filed 
on  Dec.  20.  This  body  unanimously 
recommends  against  the  repeal  of  the 
general  law  under  which  street  and  elec- 
tric railways  are  compelled  to  transport 
pupils  of  public  day  or  evening  schools, 
vocational  or  private  schools  at  not 
more  than  one-half  the  regular  fare, 
"because  of  the  doubt  of  any  material 
benefits  to  many  of  the  street  railway 
companies  and  because  of  the  obvious 
benefit  of  this  statute  to  many  people 
of  small  means,  with  families  large  and 
small,  under  the  burden  of  obtaining  an 
education  for  their  children." 

At  the  same  time,  the  commissioners 
found  that  the  statute  was  abused  and 
while  making  no  change  in  the  fare  rate, 
recommended  that  they  be  authorized  to 
adopt  such  rules  and  regulations  as 
might  be  deemed  advisable  to  control  the 
use  of  pupils'  tickets. 

Tn  its  report  the  commission  said  that 
tlie  basis  of  the  argument  was  the  finan- 
cial condition  of  the  New  Bedford  & 
Onset  Street  Railway,  serving  the  towns 
of  Marion,  Wareham  and  Ma^ttapoisett 
and  the  desire  of  those  towns  to  assist 
the  railway  in  every  possible  way  in 
order  that  it  might  continue  operations. 
These  towns  paid  for  the  transportation 
of  their  pupils  and  at  least  two  of  them, 
by  votes  in  town  meetings,  indicated  a 
readiness  to  pay  full  fare.  This  they 
could  not  do  under  the  law. 

The  report  is  based  on  a  resolution 
of  the  Legislature,  directing  an  investi- 
gation of  the  subject,  which  was  passed 
at  the  last  session. 


ordinate  the  rules  of  the  26  different 
governing  bodies.  Among  the  members 
of  the  committee  are  the  Mayor,  Com- 
missioner of  Public  Works,  City  Comp- 
troller, Chief  of  Police,  three  Aldermen, 
representatives  of  the  Park  Board  and 
the  chairman  of  the  Council  traffic  com- 
mittee. 


Co-ordination  of  Traffic  Chief 
Problem  in  Chicago 

A  unification  of  the  maze  of  conflict- 
ing traffic  regulations  in  Chicago,  111., 
resulting  from  divided  authority  among 
the  police  department,  the  various  park 
boards  and  the  country  towns  is  to  be 
attempted  by  three  groups  of  experts 
authorized  by  the  Greater  Chicago  Traf- 
fic Committee,  which  has  been  organ- 
ized with  Richard  W.  Wolfe,  Commis- 
sioner of  Public  Works,  as  chairman  and 
James  Simpson,  head  of  the  city  plan 
commission,  as  vice-chairman.  Three 
sub-committees  of  five  members  each 
will  take  up  the  work  of  unification  and 
co-ordination. 

One  of  these  sub-committees  is  made 
up  of  attorneys  and  is  to  work  out  a  sys- 
tem of  unified  traffic  laws.  Another, 
comprising  representatives  of  the  police 
departments,  is  to  evolve  a  system  for 
the  enforcement  of  regulations  decided 
upon,  and  the  third  will  consist  of  engi- 
neers who  are  to  work  out  signal  control 
and  other  technical  problems. 

The  traffic  committee  was  created  a 
year  ago  in  an  effort  to  determine  upon 
a  code  for  the  regulation  of  the  move- 
ment of  vehicles   in  the   city  and  co- 


Mayor  and  Comptroller  of  New 

York  Bury  the  Hatchet 

Mayor  Walker  and  Comptroller 
Berry  of  New  York  have  reached  an 
agreement  on  the  subway  financing  pro- 
gram of  John  H.  Delaney,  Transit  Corn- 
missioner,  whereby  the  Comptroller  will 
raise  no  further  objections  and  will  cer- 
tify in  the  1929  budget  to  the  necessity  of 
amortization  of  $50,000,000  short-term 
subway  construction  bonds  to  be  issued 
early  next  year.  The  Comptroller  will 
not  certify  to  the  necessity  of  $13,000,000 
amortization  item  in  1928  budget  as  was 
desired  by  the  Mayor.  The  Comptroller 
believes  the  Delaney  subway  financing 
plan  illegal  and  Leonard  M.  Wallstein, 
counsel  for  the  Citizens'  Union,  will 
seek  to  get  an  injunction  against  the 
issue  of  $50,000,000  bonds  as  soon  as 
they  are  advertised  for  sale. 


Bus  and  Rail  Employees  in  Akron 
Have  Equal  Educational  Chances 

Following  successful  results  obtained 
from  its  school  for  bus  operators,  the 
Northern  Ohio  Power  &  Light  Com- 
pany, Akron,  Ohio,  has  established  a 
permanent  training  course  for  its  elec- 
tric railway  operators.  A  course  of 
study  covering  a  period  of  six  months, 
similar  to  that  in  use  in  the  school  for 
bus  men,  has  been  adopted.  Schools 
have  been  established  in  Akron,  Canton 
and  Massillon.  Dwight  Foust,  a  former 
dispatcher  and  graduate  of  Wittenberg 
College,  has  been  chosen  instructor.  The 
school  has  in  no  way  changed  the  ini- 
tial training  received  previously  by  new 
employees.    This  training  continues. 

Old  employees  in  train  service  are 
required  to  attend  one  session  of  the 
school  each  week  in  each  of  the  three 
cities.  Training  is  by  lecture  and  the 
schoolrooms  are  equipped  with  all  the 
mechanical  and  electric  devices  in  use 
on  cars.  Particular  attention  is  paid  to 
motors,  safety  devices,  door  operation, 
courtesy  and  safety.  Plans  call  for  com- 
pletion of  the  course  in  six  months  with 
reviews  every  six  weeks. 

Not  all  of  the  trainmen  are  going 
through  the  school  at  one  time,  but  the 
schools  are  to  continue  until  every  em- 
ployee in  the  service  either  passes  or 
fails  the  examination.  Failures  are  not 
to  be  retained.  When  all  have  gone 
through  school,  future  courses  will  be 
confined  to  new  employees.  It  is  not 
the  intention  of  the  company  to  have 
employees  go  through  school  and  then 
drop  the  work.  The  trainmen  will  be 
required  to  attend  school  sessions  at 
intervals  following  their  graduation. 

It  will  be  recalled  that  the  work  of 
the  Akron  bus  school  was  demonstrated 
at  the  convention  in  Cleveland. 


New  Franchise  for  Canton 

A  new  form  of  franchise  to  be  sub- 
mitted by  the  Northern  Ohio  Power  & 
Light  Company  in  January  to  the  newly 
organized  City  Council  of  Canton,  Ohio, 
will  call  for  a  traffic  commissioner,  a 
service-at-cost-plus  plan  of  fare  and  ex- 
clusive control  of  the  transportation 
facilities  of  the  city.  It  was  expected 
that  the  franchise  would  be  presented  to 
the  old  Council  because  of  its  under- 
standing of  the  transportation  situation 
and  study  of  the  Beeler  organization 
survey,  but  more  time  was  involved  in 
the  preparation  of  the  franchise,  accord- 
ing to  an  official,  than  at  first  was 
thought  necessary  and  it  could  not  be 
placed  in  form  for  submission  to  the 
old  Council. 

The  plan  of  operating  under  a  city 
railway  commission  would  follow  that  of 
Cleveland,   where  the  Tayler   grant   is 

observed. 

♦ 

Subway  Freight  Contract  Before 
Rochester  Council 

The  subway  freight  contract  that  will 
be  submitted  by  the  city  of  Rochester, 
N.  Y.,  to  the  New  York  State  Railways 
and  the  five  railroads  entering  Roch- 
ester was  introduced  in  the  Common 
Council  on  Dec.  13  by  Alderman  W.  J. 
Ward,  chairman  of  the  Railroad  Com- 
mittee, and  Alderman  Patrick  Cauley. 
chairman  of  the  law  committee.  It  was 
referred  to  the  two  committees  for  a 
public  hearing. 

The  contract  was  drafted  by  Corpora- 
tion Counsel  Clarence  M.  Piatt,  who  dis- 
cussed its  provisions  with  Mayor  O'Neil 
and  Frederick  T.  Pierson,  president  of 
the  Common  Council.  These  follow 
principally  the  provisions  of  the  con- 
tract between  the  city  and  the  New 
York  State  Railways  whereby  the  sub- 
way is  operated  under  the  direction  of 
Charles  R.  Barnes,  commissioner  of  rail- 
ways, as  an  extension  of  the  service-at- 
cost  contract. 

It  included  provision  for  freight  oper- 
ation and  incorporates  the  recommenda- 
tions made  by  the  Mayor's  subway  com- 
mittee, of  which  John  P.  Morse  is  chair- 
man. The  New  York  State  Railways 
agrees  to  handle  expeditiously  all  freight 
cars  between  the  railway's  connection 
with  the  subway  railroad  and  points  on 
the  subway,  performing  equal  service 
without  discrimination  for  all  carriers 
having  similar  agreements  for  trackage 
rights  over  the  subway  and  for  all  ship- 
pers and  consignees. 


Safety  Campaign  in  St.  Joseph 

A  safety  movement  has  been  started  by 
the  St.  Joseph  Railway,  Light,  Heat  & 
Power  Company,  St.  Joseph,  Mo.,  with 
the  organization  of  a  safety  committee. 
Fred  E.  Henderson,  superintendent  of 
the  railway,  was  made  chairman  of  the 
committee.  A  definite  program  has  not 
been  outlined.  The  object  of  the  com- 
mittee is  to  promulgate  principles  on 
safety  among  railway  employees  and 
public.    Meetings  will  be  held  regularly. 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1205 


Subway  Construction  Plan 
Suggested  by  Mayor  Thompson 

Announcement  of  a  new  plan  for  sub- 
wav  construction  in  Chicago  was  made 
Dec.  29  by  Mayor  William  Hale  Thomp- 
son. He  proposes  widening  and  double 
decking  the  streets  by  building  a  level 
below  the  present  street  level.  On 
either  side  of  an  open  sunken  roadway 
would  be  two  rapid  transit  tracks  for 
dectric  railways  and  above  these  tracks, 
on  the  original  street  level,  would  be 
roadways  for  trucks  and  slow-rnoving 
vehicles.  The  sunken  roadway  in  the 
center  would  be  given  over  to  high- 
speed automobile  traffic.  The  Mayor 
states  that  his  plans  are  tentative  only, 
subject  to  public  approval. 

Corporation  Counsel  Ettelson  ruled 
recently  that  under  the  law  assessments 
for  subways  can  be  spread  over  a  period 
of  twenty  years  instead  of  five  years. 
It  is  thought  this  may  obviate  the  need 
of  special  legislation  for  subway  con- 
struction. 

♦ 

^800,000  Expenditure  Suggested 
for  Toronto  Rehabilitation 

Double-tracking  the  Mimico  radial 
line  as  far  as  the  Etobicoke  and  making 
it  an  extension  of  the  city  system  of 
Toronto,  Canada,  at  a  cost  of  $800,000, 
is  the  outstanding  plan  in  a  report  sub- 
mitted recently  to  the  Board  of  Control 
by  the  Toronto  Transportation  Commis- 
sion. The  cancellation  of  licenses  of 
bus  services  running  in  competition 
■with  the  lines  is  a  condition  of  the  plan. 
The  board  deferred  action  pending  con- 
sideration of  the  matter  by  city  officials. 

The  report  concerns  mainly  an  agree- 
ment entered  into  by  the  commission,  the 
mimicipalities  of  Mimico,  New  Toronto 
and  Etobicoke  and  the  Minister  of  High- 
ways, whereby  the  tracks  on  the  Mimico 
line  would  be  laid  double  in  the  center  of 
the  new  paved  highway  and  the  line 
made  an  extension  of  the  city  service. 
Separate  fares  would  be  charged  out- 
side the  city.  Cancellation  of  the  licenses 
for  buses,  which  are  said  to  have  seri- 
ously impaired  the  earnings  of  the  rail- 
way and  provision  of  a  through  service 
with  city  cars  making  possible  many 
economies  by  using  joint  facilities,  were 
emphasized  in  the  report.  The  report 
says : 

The  money  for  capital  construction  would 
be  provided  by  the  investment  of  the  T.T.C. 
reserves,  and  the  city  would  not  be  required 
to  issue  further  debentures  for  this  radial. 
While  we  do  not  estimate  that  a  surplus 
will  be  possible  on  this  line,  neither  do  we 
anticipate  that,  once  established,  the  recon- 
structed line  will  be  a  burden  to  the  city 
system. 

The  report  refers  to  the  transfer  of 
the  line  to  the  Toronto  Transportation 
Commission  last  January,  when  the  an- 
nual deficits  were  approximately  $110,- 
€00.  The  estimated  increase  in  revenue 
through  improvement  in  the  service  and 
elimination  of  bus  competition  is  $98,- 
000.  A  loss  to  the  city  system  of  $150,- 
000  annually  by  buses  bringing  passen- 
gers to  the  center  of  the  city  would  also 
be  eliminated,  it  is  thought. 


The  agreement  with  the  municipal- 
ities provides  that  the  T.T.C.  shflll 
double-track  its  line  and  remove  it  to 
the  center  of  the  highway ;  maintain 
connections  with  the  city  line;  charge 
fares  not  greater  than  are  sufficient  to 
maintain  the  railway;  and  that  the 
municipalities,  so  far  as  lies  in  their 
power,  shall  prevent  the  operation  of 
competing  transportation. 


New  Regalia  for  Cincinnati  Men 

All  motormen,  conductors,  coach  op- 
erators and  supervisors  of  the  Cincin- 
nati Street  Railway,  Cincinnati,  Ohio, 
have  just  been  fitted  out  with  new 
standard  badges,  while  the  supervisors 


Dignified  insignia  on  Cincinnati  caps 

have  also  been  equipped  with  new  over- 
coats which  complete  their  new  outfits. 
The  new  badge  is  the  same  standard 
design  for  all  groups,  but  it  has  the 
official    appearance    of    a    policeman's 


badge.  The  company's  trade  mark  is 
reproduced  in  the  upper  section  in  its 
regular  colors  and  the  identification 
marks,  i.e.,  position  or  number,  appear 
in  the  base. 

The  motormen's  and  conductor's 
badges  are  worn  on  the  front  of  the 
caps  only.  They  are  nickel-silver  finish. 
They  carry  the  number  of  the  man  on 
the  identification  plate.  Those  worn  by 
the  coach  operators  are  bronze,  and  in 
addition  to  numbers  they  carry  the 
words  "Coach  Operator"  on  the  identi- 
fication plate.  These  are  also  worn  on 
caps  only.  Both  the  street  car  and  mo- 
tor coach  supervisors'  badges  are  gold 
plate.  In  the  case  of  the  srteet  car 
supervisors  the  word  "Supervisor"  ap- 
pears alone,  while  the  words  "Coach 
Supervisor"  are  used  to  identify  the 
other  group.  These  supervisor  badges 
are  worn  on  the  chests  as  well  as  on 
the  caps.  The  Whitehead  &  Hoag 
Company,  Newark,  N.  J.,  made  the 
badges. 

Formerly  the  men  wore  two  number 
plates,  one  on  each  side  of  their  caps, 
and  a  long  name  plate  on  the  center  of 
their  caps.  The  nanieplate  carried  the 
word  "Conductor,"  "Motorman"  or  "In- 
spector" along  with  the  operating  com- 
pany's name. 

In  addition  to  changing  the  entire 
character  of  the  badge  the  numbering 
system  has  been  revised.  Conductors 
and  motormen  have  hyphenated  num- 
bers, that  is,  9-150.  The  first  numeral 
designates  the  division  and  the  second 
the  man's  number  in  that  division. 
Even  numbers  are  used  for  motormen 
and  the  odd  for  conductors.  The  num- 
bers of  coach  operators  are  not  hyphen- 
ated.   They  run  from  100  up. 

The  new  overcoats  which  the  super- 
visors just  donned  were  the  last  thing 
needed  to  complete  their  outfits.  They 
now  look  like  a  staff  of  French  generals 
on  parade.  These  new  coats  are  made 
of  24-oz.  poilu  gray  serge  overcoating. 
They  were  tailored  by  the  Fechheimer 
Brothers  Company,  Cincinnati,  Ohio. 


Appearance  counts  more  than  ever  in  Cincinnati 


1206 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


Santa  Barbara  Case  Reported 

California   commissioner   sees   need   for   in- 
creased patronage  through  modernizing 
and  merchandising  methods.     Resuks 
of  new  fare  plans  discussed 

RESULTS  of  the  study  of  possible 
means  of  increasing  the  net  income 
of  the  Santa  Barbara  &  Suburban  Rail- 
way, at  the  same  time  maintaining  good 
service  and  reasonable  rates,  were  sub- 
mitted at  a  hearing  before  Railroad 
Commissioner  William  J.  Carr  on  the 
application  of  that  company  for  an  in- 
crease of  rates,  held  at  Santa  Barbara 
on  Dec.  9. 

The  report  was  submitted  by  J.  G. 
Hunter,  transportation  engineer  of  the 
Railroad  Commission,  who  has  con- 
ducted a  thorough  investigation  of  the 
operating  and  financial  conditions  of 
that  utility,  assisted  by  Ward  Hall  and 
W.  H.  Gorman,  engineers  of  the  trans- 
portation division  of  the  Railroad  Com- 
mission. 

Mr.  Hunter  reported  that  in  his  opin- 
ion the  solution  of  the  problem  of  ob 
taining  revenues  sufficient  to  meet  the 
operating  needs  of  the  company  and  still 
allow  a  fair  return  upon  .the  property 
will  not  be  met  entirely  by  an  increase 
in  fares.  His  conclusion  is  that  the 
most  important  need  of  the  company  is 
not  so  much  increased  rates,  but  an  in- 
crease of  patronage.  A  city  of  the  size 
of  Santa  Barbara  presents  real  difficulty 
in  determining  the  best  course  for  a 
transportation  company  to  follow  in  or- 
der to  increase  its  patronage,  thereby 
increasing  the  net  income.  For  this  rea- 
son the  commission's  engineer  urged 
that  the  company  should  lend  every  ef- 
fort to  obtain  more  passengers.  Engi- 
neer Hunter  reviewed  in  his  report  a 
number  of  ways  whereby  this  might  be 
accomplished.  Among  these  plans  are 
low  bargain  rate  fares  during  the  hours 
9  a.m.  to  4  p.m.,  aggressive  merchandis- 
ing methods  by  the  company  to  build  up 
its  revenue,  improved  service,  upholster- 
ing its  cars  with  leather  seats,  faster 
service,  neater  cars  and  less  noisy  oper- 
ation. 

The  report  deals  with  a  number  of 
plans  emphasizing  the  need  for  getting 
away  from  odd  coin  fares,  and  the  use 
of  the  weekly  pass.  The  following  fare 
plans  are  discussed  in  the  report : 

1.  8-cent  straight  cash  fare. 

2.  10-cent  straight  cash  fare. 

3.  10-cent  cash  fare — $1  weekly  pass. 

4.  10-cent  cash  fare — $1.25  weekly  pass. 

5.  10-cent  cash  fare — three  tokens  for  25 
cents,  $1  weekly  pass. 

6.  10-cent  cash  fare — ^three  tokens  for  25 
cents,  $1.25  weekly  pass. 

7.  10-cent  cash  fare — three  tokens  for  25 
cents,  $1.50  weekly  pass. 

8.  10-cent  cash  fare — S-cent  midday  fare, 
$1  weekly  pass. 

9.  10-cent  cash  fare — 5-cent  midday  fare, 
$1.25  weekly  pass. 

10.  10-cent  cash  fare  —  25-cent  weekly 
pass,  entitling  rider  to  5-cent  fare. 

11.  10-cent  cash  fare — five  tokens  for  35 
cents,  twenty  tokens  for  $1. 

The  estimated  results  of  operation 
under  the  present  fares  during  the  year 
1927  were  computed  by  the  commission's 


engineers  as  follows :  Operating  rev- 
enue, $123,450;  operating  e.xpense,  $121,- 
000;  depreciation  (6  per  cent  sinking 
fund  annuity  basis)  $11,194;  total  ex- 
pense $132,194;  net  operating  revenue 
(.loss)  $8,744;  taxes  $7,988;  net  operat- 
ing income  (loss)  $16,732. 

Results  of  the  fare  plans  discussed  are 
estimated  by  the  commission's  engineers 
as  follows:'  (1)  $19,737  increase;  (2) 
S26,112  increase;  (3)  $15,463  increase; 
(4)  $20,322  increase;  (5)  $10,355  in- 
crease; (6)  $15,956  increase;  (7)  $20,- 
334  increase;  (8)  $1,998  decrease;  (9) 
$3,027  increase;  (10)  $6,383  increase; 
(11)  $23,023  increase. 


Rapid  Transit  in  St.  Louis 
Under  Discussion 

Mayor  Victor  J.  Miller  has  made 
known  that  A.  L.  Shapleigh,  president 
of  the  St.  Louis  Public  Service  Com- 
pany, St.  Louis,  Mo.,  has  asked  for  a 
conference  to  be  held  shortly  after  New 
Year's  on  the  so-called  "service-at-cost" 
ordinance.  The  company  hopes  to  ob- 
tain a  30-year  grant  on  that  basis. 

Many  opinions  are  being  expressed  on 
rapid  transit  plans  for  St.  Louis.  When 
reporters  queried  Mayor  Miller  on  rapid 
transit,  he  replied  that  "plans  for  rapid 
transit  are  included  in  the  service-at-cost 
ordinance  for  the  St.  Louis  Public  Serv- 
ice Company."  C.  E.  Smith,  retiring 
city  consulting  engineer,  said  at  a  recent 
dinner  in  his  honor  that  rapid  transit 
was  one  of  the  things  the  city  needs 
most. 


Franchise  Extension  in  Chicago 

A  30-day  extension  of  the  Chicago 
surface  lines  franchises  was  granted  by 
the  Chicago  City  Council  on  Dec.  28. 
Under  the  terms  of  the  last  extension 
the  franchises  would  have  expired  on 
Dec.  31.  Mayor  William  Hale  Thomp- 
son and_Governor  Small  were  to  confer 
on  Dec.  30  on  the  inclusion  of  subway 
and  railway  legislation  in  the  special 
session  call  to  be  issufd  by  the  Goverjioi 
early  in  January. 


More  One-Man  Cars  in  Atlanta 

That  one-man  cars  will  be  used 
wherever  the  operation  of  such  cars  is 
possible  was  indicated  on  Dec.  3  when 
the  first  of  a  new  series  of  one-man 
cars  was  introduced  by  the  Georgia 
Power  Company  on  the  Inman  Park 
line,  the  oldest  street-car  line  in  the 
city  of  Atlanta. 

There  are  now  about  ISO  one-man 
cars  in  operation  in  Atlanta.  In  this 
connection  company  officials  point  out 
that  the  savings  made  by  the  use  of 
the  cars  have  been  invested  50  per  cent 
in  increased  service  to  the  public,  25 
per  cent  in  increased  trainmen's  wages 
and  25  per  cent  in  added  income  for 
the  company.  Company  records,  it  was 
said,  show  an  increase  in  patronage  for 
the  one-man  car  lines,  indicating  that 
they  are  well  liked  by  the  public 


Advertising  the  Liberty  Bell 
Route  in  Pennsylvania 

Two  advertisements  high  in  contrast 
but  clever  have  been  effective  in  creat- 
ing interest  for  the  Lehigh  Valley 
Transit  Company,  operating  in  Allen- 
town  and  points  throughout  southeastern 
Pennsylvania.  They  are  features  of  an 
active,  attractive  campaign  of  advertis- 
ing which  the  company  has  taken  up 
with  good  effect  in  the  newspapers 
throughout  the  territory  it  serves. 

The  Lehigh  Valley  Transit  Company 
operates  an  electric  line,  with  splendid- 
parlor  cars,  to  Philadelphia,  at  lower 
rates  and  more  comfortable  traveling, 
than  the  railroads.  Receipts  from  the 
line  are  a  big  item  in  the  yearly  finan- 
cial scheme  and  use  of  the  road  must  be 
constantly  pushed. 

At  that  season  of  the  year,  when  all  of 
eastern  Pennsylvania  was  observing  the 
150th  anniversary  of  the  carrying  of  the 
Liberty  Bell  from  beleaguered  Philadel- 
phia to  Allentown  for  hiding,  the  ad- 
vertising force  of  the  organization  was 
producing  clever  copy  with  a  historical 
basis. 

The  route  to  Philadelphia  was  named 
the  Liberty  Bell  route  in  the  very  be- 
ginning. Recently,  however,  it  was 
learned  that  the  route  very  closely  fol- 
lows that  of  Frederick  Leiser  and  John 
Jacob  Mickley,  who  hauled  the  revered 
bell  in  their  oxcart  over  the  rough  roads 
of  that  period  to  its  hiding  place  beneath 
Zion  Reformed  Church  in  Allentown. 

An  advertisement  is  headed  by  a  line 
drawing  showing  the  fine  trolleys  of 
the  route,  with  the  old  oxcart,  bearing 
the  Liberty  Bell,  just  beside  it.  A  map 
shows  the  conformity  of  the  two  routes, 
the  one  in  the  Revolutionary  days  ancl 
the  other  in  the  present. 

From  a  humanitarian,  as  well  as  a 
business  standpoint,  the  railway  has 
taken  cognizance  of  the  very  dangerous 
present  to  attract  attention  in  another 
of  its  advertisements. 

Every  conceivable  effort  is  being  di- 
rected toward  the  elimination  of  acci- 
dents on  the  company's  lines.  They  are 
costly  in  the  extreme.  Injury  to  human 
life  means  claims.  Smashups  mean 
property  damages.  Accidents  often  bring 
unjust  condemnation. 

The  company  took  into  consideration 
the  recent  opening  of  the  Allentown 
schools.  More  than  16,000  children  from 
the  ages  of  six  to  eighteen  left  upon 
their  journeys  to  school  —  journeys 
which  were  to  be  repeated  almost  daily. 
They  crossed  streets  and  tracks. 

Consequently,  the  advertising  forces 
devoted  one  large  newspaper  insertion 
to  a  timely  co-operative  message.  They 
urged  that  teachers  instill  the  safety 
idea  into  the  children.  They  even  offered 
suggestions  for  the  youngsters  to  pro- 
tect themselves  when  forced  to  cross 
heavily  traveled  streets. 

Its  very  unselfishness,  and  the  fact 
that  it  was  obviously  no  outright  ad- 
vertising for  the  company's  benefit,  made 
the  copy  highly  attractive.  At  the  same 
time  it  effectively  carried  the  idea  that 
children  could  ride  to  schools  in  the 
trolleys  in  safety. 


December  31, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1207 


1     Recent  Bus  Developments 


Bus  Feeder  Service  Is  Popular 
With  Chicagoans 

Popularity  of  the  feeder  bus  line  estab- 
lished in  Chicago,  111.,  last  fall  by  the 
Chicago  Surface  Lines  from  the  end  of 
the  Diversey  Avenue  car  line  to  Lar- 
amie Avenue  is  shown  by  figures  which 
have  just  been  revealed  for  October,  the 
second  complete  month  of  operation. 
During  that  period  the  big  Fageol  "Twin 
Coaches"  used  in  this  service  carried 
125,349  passengers.  Although  the  Illi- 
nois Commerce  Commission  provided  for 
operation  of  the  line  only  to  Laramie 
Avenue,  applications  for  the  extension 
of  the  bus  service  as  far  as  the  western 
city  limits  have  recently  been  filed  by 
several  local  business  associations. 

The  November  traffic  and  net  earn- 
ings report,  for  the  entire  system,  issued 
Dec.  20,  shows  a  decrease  of  317,859  in 
revenue  passengers  carried  as  compared 
with  the  month  of  November  last  year. 
The  November  total  of  131,253,211  is 
also  4,166,012  less  than  the  figure  for 
October  of  this  year.  Earnings  for  No- 
vember were  proportionately  lower. 


of  the  Kansas  City  Public  Service  Com- 
pany. The  entire  bus  question  is  a  lively 
issue  now,  with  various  communities 
asking  a  liberal  use  of  buses  on  sug- 
gested "feeder  lines."  At  present  the 
question  in  Kansas  City  has  two  angles 
— the  argument  that  bus  lines  should  be 


Bus  Request  Put  Over  in 
Jacksonville 

The  request  by  the  Jacksonville  Trac- 
tion Company,  Jacksonville,  Fla.,  of  the 
City  Council  for  permission  to  operate 
buses  in  Murray  Hill  has  been  referred 
by  that  body  to  the  public  service  com- 
mittee of  the  Council.  The  letter  of  the 
company  asking  permission  to  operate 
the  bus  service  stated  that  the  company 
intended  to  comply  with  all  laws  of  the 
city,  and  outlined  a  schedule  and  route, 
but  it  was  the  sense  of  the  majority  of 
the  Council  that  an  agreement  between 
the  city  and  the  company  should  be 
drawn  by  the  city  attorney  before  a  per- 
mit was  granted. 


more  extensively  employed  in  extending 
service  to  communities  lacking  railway 
service  and,  on  the  other  hand,  the  finan- 
cial losses. 

The  present  fares  are  10  cents  on  all 
bus  lines  except  the  express  line  in  the 
Country  Club  district,  which  operates 
at  a  fare  of  25  cents  per  person.  Thi* 
deficit  in  bus  operation  in  1926  was 
$307,000,  but  operating  economies  have 
reduced  the  loss  this  year  to  about  $160,- 
000.  A  new  arrangement  covering  tires 
is  said  to  have  saved  $75,000. 


Bus  Extension  in  Westfield 

Planned 

Extension  of  its  bus  line  in  Westfield, 
Mass.,  is  planned  by  the  Springfield 
Street  Railway,  Springfield,  Mass.  This 
change  will  accommodate  patrons  not 
served  under  the  present  system  of  trans- 
portation. The  State  Department  of 
Public  Works  and  the  City  Council  of 
Westfield  have  approved  the  expansion 
of  bus  service,  but  the  Public  Utilities 
Commission  has  taken  the  matter  under 
advisement. 


Bills  to  Regulate  Interstate  Commerce 

Matter  expected  to  be  taken  up  actively  after  hearing 

before  commission  on  Feb.  10.    Digest  of 

provisions  of  measures 


Buses  the  Talk  of  the  Hour 
in  Kansas  City 

Bus  lines  in  Kansas  City,  Mo.,  their 
possible  extensions,  alterations  of  routes, 
and  the  question  of  additional  equipment, 
is  now  being  discussed  by  the  directors 


TWO  bills  to  regulate  interstate 
buses  have  been  introduced  in  the 
federal  House  of  Representatives,  one 
by  Mr.  Dennison  of  Illinois  and  the 
other  by  Mr.  Parker  of  New  York. 
The  legislative  committee  of  the  Bus 
Division  of  the  A.A.A.  and  representa- 
tives of  the  National  Automobile  Cham- 
ber of  Commerce  are  co-operating  in  an 
effort  to  determine  what  ammendments 
if  any  are  needed  to  make  the  bills  more 
equitable  and  practicable.  It  is  under- 
stood, however,  that  the  House  commit- 
tee on  interstate  and  foreign  commerce 
will  take  no  action  on  any  bill  until  the 
proposed  report  of  the  Interstate  Com- 
merce Commission  on  its  interstate  bus 
and  truck  hearing  is  presented. 

Bill  Follows  A.A.A.  Principles 

H.R.  19,  introduced  by  Representa- 
tive Dennison  of  Illinois,  called  the 
Dennison  bill,  generally  follows  the 
original  ideas  and  principles  laid  down 
by  the  legislative  committee  of  the  Mo- 
tor Bus  Division  of  the  A.A.A.,  of 
which  S.  A.  Markel  is  chairman.  A 
similar  bill  has  been  introduced  by  Sen- 
ator Watson  of  Indiana,  chairman  of 
the  Senate  interstate  commerce  com- 
mittee. 

H.R.  5640,  introduced  by  Representa- 
tive Parker  of  New  York,  is  identical 
with  the  Cummins  bill  of  1925.  This 
provides  for  the  regulation  of  both  buses 
and  trucks  engaged  in  interstate  com- 
merce. The  bill  provides  that  the  cer- 
tificates of  convenience  and  necessity 
be  granted  by  the  members  of  the  State 
Regulatory  Commission,  acting  as  fed- 
eral agents,  with  the  right  of  appeal  by 
the  applicant  to  the  Interstate  Commerce 
Commission  in  case  of  adverse  decision. 

The  Dennison  bill  automatically 
grants  certificates  to  carriers  operating 
in  good  faith  at  the  time  of  the  United 
States  Supreme  Court  decision  in  the  so- 
called  Buck  case,  namely,  March  3,  1925. 
Services  on  the  highways  started  since 
that  time  are  required  to  prove  the 
convenience  and  necessity  of  their 
operation. 

Another  important  difference  between 
the  Parker  and  the  Dennison  bills  is 
that  the  latter  requires  the  carrier  to 


render  service  commensurate  with  the 
demand,  whereas  the  Parker  bill  grants 
certificates  only  to  individual  vehicles 
and  requires  additional  certificates  to 
either  increase  or  decrease  the  number 
of  vehicles  in  service.  Furthermore, 
the  Parker  bill  requires  that  in  fixing 
rates  consideration  be  given  to  the  kind 
and  character  of  service  to  be  performed, 
the  public  necessity  therefor  and  the 
effect  of  such  tariffs  and  rates  upon 
other  transportation  agencies,  with  the 
idea  of  averting  as  far  as  possible  un- 
reasonable competition  with  existing 
services  furnished  by  other  carriers,  mo- 
tor or  rail.  This  provision  is  not  in- 
cluded in  the  Dennison  bill,  the  nearest 
approach  being  Section  6C,  which 
states : 

In  determining  whether  or  not  public 
convenience  and  necessity  warrants  the 
granting  of  a  certificate,  the  board  or  com- 
mission hearing  such  application  shall  give 
reasonable  consideration  among  other 
pertinent  matters  to  the  public  convenience 
and  necessity  and  the  character  of  trans- 
portation proposed,  to  available  transporta- 
tion services,  to  the  character  of  service  to 
be  rendered  by  the  applicant,  and  to  the 
likelihood  of  proposed  service  being  ade- 
quate, permanent  and  continuous. 

Matter  in  Hands  of  Committees 

At  a  meeting  of  the  legislative  com- 
mittee of  the  Bus  Division  held  in 
Washington  on  Dec.  2  to  discuss-  the 
matter  of  interstate  regulation  a  draft- 
ing committee  was  appointed  to  urge 
Representative  Dennison  and  Senator 
Watson  to  introduce  the  bills  men- 
tioned in  order  to  get  the  matter 
before  the  committees  on  interstate 
and  foreign  commerce.  The  whole 
matter  of  the  regulation  of  the  inter- 
state bus  and  truck  carriers  is  to  be  still 
further  considered  by  a  sub-committee 
consisting  of  S.  A.  Markel,  George  P. 
McCallum  and  E.  W.  Wakelee,  who  will 
draft  any  substitute  provisions  that 
might  be  required.  Lome  Brown,  rep- 
resenting the  National  Automobile 
Chamber  of  Commerce,  will  work  with 
this  subcommittee  in  a  study  of  the  need 
for  amending  the  bill  before  hearings 
are  held  by  the  House  interstate  com- 
mittee. 


1208 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


I.CC.  Argument  Put  Over 
Until  Feb.  10 

The  Interstate  Commerce  Commission 
lias  announced  that  the  argument  in  the 
Motor  Bus  and  Motor  Truck  Docket 
has  been  reassigned  from  Jan.  16  to 
Feb.  10.  Frequent  reference  to  the  com- 
parative youtlifulness  of  the  bus  and 
truck  industry  is  made  by  various  parties 
in  the  pages  of  this  docket,  and  this  fact 
is  used  as  a  plea  that  regulatory  legisla- 
tion for  interstate  traffic  be  postponed 
until  conditions  have  become  more 
stable.  Regarding  this  contention,  Com- 
missioner Esch  makes  the  observation: 

I  have  in  mind  the  thought  that,  had 
Congress  regulated  traffic  by  rail  carrier 
years  ago,  much  of  the  time  and  labor  of 
the  Interstate  Commerce  Commission  might 
have  been  avoided,  and  many  actions  now 
brought  to  us  for  consideration  might  have 
been  obviated. 

For  the  purpose  of  bringing  out  the 
facts  in  this  case,  briefs  were  submitted 
on  the  behalf  of  the  Erie  Railway,  the 
New  York,  New  Haven  &  Hartford 
Railroad,  the  American  Electric  Rail- 
way Association,  the  Oregon  State 
Highway  Commission,  the  Association 
of  Railway  Executives,  the  Motor  Coach 
Association  of  the  State  of  Washington, 
and  the  Department  of  Public  Works  of 
the  State  of  Washington. 

The  American  Electric  Railway  As- 
sociation brief,  prepared  by  the  late 
Charles  L.  Henry,  general  counsel,  re- 
views the  history  of  interstate  commerce 
regulation  and  observes  that  beyond  a 
doubt  Congress  intended  in  passing  the 
regulatory  act,  to  control  all  carriers. 
This  brief  goes  on  to  show  that  many 
electric  railways  have  supplemented 
their  rail  service  by  the  operation  of 
buses  and,  in  doing  this,  have  invariably 
sought  authority  from  the  states  or 
municipalities.  Such  bus  operation,  it  is 
contended,  is  frequently  subject  to  com- 
petition from  other  bus  lines  pretending 
to  be  engaged  in  interstate  business  and 
are  thus  able  to  operate  where  they  will. 

Alfred  P.  Thorn,  general  counsel  of 
the  Association  of  Railway  Executives, 
prepared  the  brief  submitted  by  that  or- 
ganization. His  primary  purpose  is  to 
dispel  the  idea  that  the  desire  to  regulate 
interstate  bus  and  truck  traffic  had  its 
origin  with  the  steam  carriers. 

The  Motor  Coach  Association  of  the 
State  of  Washington  believes  that  regu- 
lation of  interstate  bus  and  truck  traffic 
is  impracticable  at  this  time,  but  ex- 
pressed the  opinion  that  such  regulation, 
when  necessary,  can  be  more  expedi- 
tiously administered  by  the  state  than  by 
Congress. 


creased  congestion  at  Worthington 
Street  the  company  has  secured  an  option 
on  adjoining  property  which  it  plans  to 
exercise.  An  addition  to  the  building  is 
planned. 

To  co-operate  with  the  Springfield 
company  a  modification  of  the  routing 
of  buses  of  the  New  England  Transpor- 
tation Company  is  in  prospect.  This 
would  be  advantageous  to  bus  patrons  in 
making  connections. 


A  New  Terminal  for  Buses 

in  Springfield 

A  bus  terminal  has  been  established 
by  the  Springfield  Street  Railway, 
Springfield,  Mass.,  at  the  Worthington 
Street  terminal  for  all  out-of-town  buses. 
Previously  the  location  of  the  Spring- 
field terminal  for  these  buses  was  at 
Court  Street  and  permission  was  ob- 
tained from  the  transportation  board  to 
make  the  change.    In  anticipation  of  in- 


Claitn  of  Prior  Rights 
Disallowed 

Commission    holds    a     highly    competitive 
service  would  be  created  if  it  sus- 
tained applicant's  plea 

THE  Public  Service  Commission  of 
Pennsylvania  has  restrained  the 
City  Transfer  Company  from  operating 
motor  vehicles  on  a  schedule  over  fixed 
routes  in  Harrisburg  until  it  obtains  a 
certificate  of  approval. 

The  City  Transfer  Company  was 
chartered  on  Jan.  6,  1904,  for  the  pur- 
pose of  "transferring  persons  and  prop- 
erty to  and  from  the  railroad  stations, 
from  railroad  station  to  railroad  station, 
and  to  and  from  points  in  the  city  of 
Harrisburg  and  vicinity  by  means  of 
coaches,  cabs,  carriages,  wagons,  horse 
power  or  automobiles  or  conveyances  of 
similar  character." 

The  company  claimed  that  since  it 
was  chartered  prior  to  Jan.  1,  1914,  be- 
fore the  commission  was  organized,  it 
did  not  need  the  commission's  approval 
for  its  proposed  scheduled  service. 

Upon  the  announcement  of  the  com- 
pany of  its  proposed  plan  to  operate 
buses  to  various  parts  of  the  city,  com- 
plaint against  the  proposed  service  was 
filed  by  the  city  and  the  Harrisburg 
Railways  in  the  Dauphin  County  Court 
and  a  preliminary  injunction  was  issued 
by  the  court. 

By  agreement  of  the  parties  the  in- 
junction was  continued  until  the  matter 
could  be  submitted  to  the  Public  Service 
Commission  and  determined  by  that 
body. 

After  declaring  that  a  highly  com- 
petitive service  would  be  created  if  the 
commission  sustained  the  transfer  com- 
pany's contention,  the  order  said : 

We  are  of  the  opinion  that  under  our 
organic  law,  the  interpretations  of  it  by 
the  court,  and  the  administrative  discretion 
which  is  lodged  with  the  commission,  there 
is  authority  for  a  duty  resting  upon  us  to 
sustain  the  complaints. 

The  route  which  the  company  pro- 
posed to  establish  and  operate  with 
29-passenger  capacity  buses  on  a  10-cent 
fare  was  from  Market  Square  to  the 
John  Harris  High  School.  The  major 
portion  of  the  proposed  route  is  now 
served  by  the  Harrisburg  Railways, 
which  extended  its  lines  to  the  High 
School  in  1926. 

A  portion  of  the  report  of  the  com- 
mission says : 

The  City  Transfer  Company  has  never 
since  its  incorporation  furnished  any  trans- 
portation   service    on    a    regular    schedule 


between  fixed  terminals  of  the  kind  and 
character  it  proposes  to  inaugurate.  The 
only  service  furnished  by  the  company, 
prior  to  Jan.  1,  1914,  in  any  way  similar 
to  scheduled  service  was  the  use  for  a  short 
time,  after  its  incorporation,  of  a  horse 
drawn  bus  which  in  going  to  and  from 
the  railroad  station  made  stops  at  three 
hotels  to  take  on  passengers  to  outgoing 
trains  or  deliver  incoming  passengers  to 
these  hotels,  all  located  within  a  few  city 
blocks  of  the  railroad  station. 

As  just  indicated,  the  City  Transfer 
Company  attempted  first  to  operate  a 
route  of  buses  on  the  theory  that  its  state 
charter,  being  issued  in  1904,  did  not 
bring  it  under  the  jurisdiction  of  the 
city  or  the  commission.  The  city  in- 
stituted injunction  proceedings  against 
the  transfer  company  and  the  railway 
joined  with  the  city.  The  transfer  com- 
pany, the  city  authorities  and  the  rail- 
way appeared  before  the  commission  at 
a  series  of  hearings. 

This  is  believed  to  be  the  first  time 
in  the  State  of  Pennsylvania  that  a 
transfer  or  taxicab  company  under  char- 
ter from  the  state  antedating  the  crea- 
tion of  the  Public  Service  Commission 
has  claimed  that  it  could  operate  as  a 
public  utility  without  being  under  the 
jurisdiction  of  the  state  commission  and 
obtaining  a  certificate  of  public  neces- 
sity. If  the  commission  had  ruled  other- 
wise than  as  it  did,  any  other  taxicab 
or  transfer  company  in  any  city  in  the 
State  could  then  have  operated  as  a 
public  utility  without  being  under  the 
jurisdiction  of  the  Public  Service  Com- 
mission. 


Partial  Bus  Substitution  in 

Oakland  Sought 

The  Key  System  Transit  Company 
has  applied  to  the  California  Railroad 
Commission  for  permission  to  discon- 
tinue railway  service  over  its  Rockridge 
line  in  the  city  of  Oakland  and  to  sub- 
stitute bus  service  for  a  period  of  90 
days.  It  is  proposed  to  operate  on  a 
twenty-minute  headway. 


Buses  Out  of  Omaha 
Shorten  Run 

The  Nebraska  State  Railway  Com- 
mission has  authorized  the  private  per- 
sons now  operating  the  buses  once 
owned  by  the  Omaha  &  Lincoln  Light 
&  Railway  Company,  a  McKinley  cor- 
poration, to  curtail  the  leng^th  of  their 
runs  so  far  as  the  city  of  Omaha  is  con- 
cerned. The  railway  ran  cars  to  Papil- 
lion  and  Ralston,  but  these  proved  to  be 
losing  propositions,  and  it  was  allowed 
to  substitute  buses.  These  were  dis- 
posed of  when  the  company  was  ab- 
sorbed by  a  consolidation  of  power  com- 
panies. The  bus  men  said  that  they 
would  have  to  cut  out  Papillion  serv- 
ice if  they  had  to  duplicate  the 
railway  service  from  South  Omaha 
to  Omaha  proper,  and  after  a  hearing 
and  consultation  with  patrons  served 
the  schedule  was  rearranged  to  provide 
for  a  northern  terminus  at  24th  and  N 
Streets,  Omaha. 


December  31, 1927 


ELECTRIC  RAILWAY  JOURNAL 


1209 


t      Financial  and  Corporate      IT 


^2,650,000  Purchase  of  Central 
California  Traction 

The  new  agreement  approved  by  the 
Interstate  Commerce  Commission  under 
which  the  Southern  Pacific,  Western 
Pacific  and  the  Santa  Fe  Railroads  are 
to  acquire  joint  control  of  the  Central 
California  Traction  Company,  operating 
an  electric  railway  between  Stockton 
and  Sacramento,  calls  for  the  Fleish- 
hacker  interests  to  sell  to  the  Southern 
Pacific,  as  of  Dec.  31,  1927,  all  the  out- 
standing stock  and  bonds  of  the  electric 
railway  for  $2,650,000  in  cash. 

The  Fleishhackers  are  to  guarantee 
that  the  electric  railway  will  have  no 
indebtedness  of  any  kind,  except  the 
principal  amount  of  outstanding  bonds 
and  a  proportionate  amount  of  prop- 
erty-tax liability.  If  less  than  all  the 
bonds  are  delivered  by  the  seller,  the 
agreed  purchase  price  is  to  be  reduced 
by  the  par  value  of  any  bonds  of  tlie 
<:arrier  remaining  outstanding  in  other 
hands. 

The  Fleishhackers  further  agree  that 
within  two  years,  at  their  own  expense, 
they  will  remedy  any  defects  or  en- 
cumbrances affecting  lands  and  rights  oi 
way  of  the  electric  railway,  providing 
they  are  notified  by  the  Southern  Pacific 
iy  June  30  of  next  year.  The  ruling  of 
the  commission  says : 

Prior  to  the  transfer  of  the  stock  and 
delivery  of  the  bonds,  the  carrier  (electric 
railway),  in  consideration  of  the  guaran- 
tee personally  assumed  by  the  seller,  is  to 
•convey  to  Fleishhacker  the  title  to  all  its 
electric  railway  properties  in  the  city  of 
Stockton  (a  street  car  line  operated  under 
lease  by  the  Stockton  Electric  Railway, 
which  is  a  subsidiary  of  the  Southern 
Pacific),  with  certain  exceptions  and  res- 
-ervations,  and  Fleishhacker,  in  turn,  is  to 
seW  such  properties  to  the  Stockton  Electric 
Railroad  in  consideration  of  the  delivery 
to  him  of  $100,000  of  Pacific  Electric  Rail- 
way first  refunding  mortgage  bonds. 

The  Southern  Pacific  agrees  that  imme- 
■diately  upon  the  acquisition  of  the  carrier's 
stock  and  bonds,  it  will  admit  the  Western 
Pacific  and  the  Santa  Fe  to  participation 
•equally  with  the  Southern  Pacific  upon  pay- 
ment by  each  of  those  carriers  of  one-third 
of  $2,650,000  or  such  lesser  sum  as  shall 
represent  the  purchase  price  of  the  securi- 
ties. 

Brief  reference  to  this  proposed  pur- 
•chase  was  made  in  the  Electric  Rail- 
way Journal  in  the  issue  of  Dec.  10, 
page  1083. 


of  $29,000,000  of  the  utility's  4i  per  cent 
first  mortgage  bonds,  series  F.  The 
bonds  to  be  retired  include  three  issues 
of  first  mortgage  and  refunding  bonds 
in  the  principal  amount  of  $16,450,000, 
with  interest  coupons  ranging  from  5^ 
to  6i  per  cent  and  seven  underlying 
issues  amounting  to  $11,101,500.  The 
proceeds  of  the  new  bonds  will  be  used 
to  reimburse  the  company's  treasury  for 
additions  and  extension  to  property  as 
well  as  for  the  retirement  of  the  higher 
interest  bearing  securities. 

The  present  financing,  it  is  pointed 
out,  will  result  in  a  substantial  saving  in 
interest  charges,  simplification  of  the 
company's  financial  structure  and  an  im- 
provement in  the  mortgage  position  of 
the  company's  bonds. 


^29,000,000  of  Central  Illinois 
Mortgage  Bonds 

Refunding  operations  of  the  Central 
Illinois  Public  Service  Company, 
Springfield,  111.,  in  which  the  retirement 
of  practically  all  of  its  higher  rate  issues 
and  underlying  bonds  is  contemplated, 
were  brought  to  light  recently  with  the 
announcement  of  an  offer  by  Halsey 
Stuart  &  Company,  Chicago,  of  an  issue 


Operation  to  Cease  in 
Albuquerque 

The  City  Electric  Company,  Albu- 
querque, N.  Mex.,  will  discontinue  oper- 
ation on  Jan.  1.  About  six  months  ago 
the  company  was  placed  in  the  hands  of 
a  receiver  and  the  property  was  ordered 
sold  for  liens  totaling  approximately 
$59,000.  Applications  have  been  made 
for  operation  of  buses  in  Albuquerque 
after  Jan.  1,  1928. 

With  the  cessation  of  railway  service 
will  pass  the  era  of  the  motorettes,  who 
have  been  operating  the  cars  in  that 
city  since  the  days  of  the  World  War. 
The  receiver  has  asked  the  business  men 
to  assist  in  obtaining  work  for  the 
women  who  have  been  operating  the  cars. 


Payment  Date  Postponed  in 
O'Fallon  Case 

The  Interstate  Commerce  Commis- 
sion has  postponed  from  Feb.  15  until 
April  30  the  effective  date  of  its  order 
requiring  the  St.  Louis  &  O'Fallon  Rail- 
way to  pay  the  government  $226,000  of 
excess  earnings.  This  action  is  taken 
to  permit  the  carrier  to  appeal  to  the 
Supreme  Court  from  a  recent  decision 
of  the  federal  court  in  Missouri  uphold- 
ing: the  order  of  the  commission. 


Position  of  Third  Avenue  on 
Income  Bond  Interest  Upheld 

Judge  John  Knox  in  the  U.  S.  Dis- 
trict Court  at  New  York  has  rendered 
a  decision  in  favor  of  the  Third  Avenue 
Railway,  New  York,  in  an  action 
brought  by  Thomas  B.  Jenkins  and 
other  holders  of  the  adjustment  5  per 
cent  bonds  to  have  an  injunction  issued 
against  the  company  restraining  it  from 
using  its  funds  to  promote  bus  service 
and  requiring  it  to  pay  full  5  per  cent 
interest  and  arrears  on  these  bonds. 

Judge  Knox  said  in  part : 

The  company,  being  confronted  with 
peculiarities  of  transit  conditions  as  they 
exist  in  this  municipality,  has  been  put  to 
the  necessity  of  acquiring  control,  through 
a  subsidiary,  of  certain  bus  routes,  which, 
if  they  come  into  possession  of  competing 
concerns,  would  have  intefered  seriously 
with  earning  capacity  of  the  defendants. 

In  the  main,  the  bus  routes  are  closed 
by  the  defendants'  lines  of  transportation, 
and  in  the  hands  of  an  antagonistic  com- 
pany the  routes  would  be  sharply  competi- 
tive. To  forestall  this  menace,  I  am  of  the 
opinion  that  the  defendants'  position  in  the 
premises  is  justified. 

The  accounting  for  which  the  plaintiff 
prays  may  show  facts  which  will  entitle 
him  to  some  relief,  but  upon  the  present 
disclosure  I  am  not  satisfied  that  he  should 
have  injunction  relief  which  is  now  sought. 

The  position  of  the  company  in  the 
matter  has  been  the  subject  of  extended 
comment  previously  in  the  Journal. 


Change  in  Name  of 
Pennsylvania  Company 

The  name  of  the  Penn  Public  Service 
Corporation,  a  unit  of  the  Associated 
Gas  &  Electric  System,  has  been  changed 
to  the  Pennsylvania  Electric  Company. 
This  change  in  name  is  the  only  change, 
no  merger  or  consolidation  being  con- 
templated. The  Penn  Public  Service 
Corporation  supplies  railway  service  to 
the  various  boroughs  and  townships 
along  the  railway  line  from  Philipsburg 
to  Winburne,  Pa.,  and  also  in  the  Bor- 
ough of  Du  Bois. 


North  Shore  Certificates  Offered 

A  new  issue  of  $720,000  par  value 
equipment  trust  certificates  of  the  Chi- 
cago, North  Shore  &  Milwaukee  Rail- 
road, Highwood,  111.,  bearing  interest 
at  5^  per  cent  was  offered  Dec.  13  by 
Halsey,  Stuart  &  Company,  Chicago. 
The  issue  is  being  sold  at  prices  to  yield 
from  5.25  to  5.50  per  cent,  according 
to  the  maturities,  which  range  from 
Dec.  1,  1933  to  Dec.  1,  1942,  inclusive. 
The  creation  of  these  certificates  has 
been  authorized  by  the  Illinois  Com- 
merce Commission  and  the  Railroad 
Commission  of  Wisconsin. 


No  Par  Stock  for  Public  Service, 
New  Jersey,  Approved 

Issuance  by  the  Public  Service  Rail- 
way, Newark,  N.  J.,  of  12,500  shares  of 
stock  without  par  value  was  approved 
on  Dec.  24  by  the  Public  Utility  Com- 
mission. 

The  only  witness  at  the  hearing  on 
the  petition  was  Edward  A.  Tuson,  gen- 
eral auditor  of  the  transportation  com- 
panies of  Public  Service,  who  stated 
that  the  commission  in  1917  had  ap- 
proved the  issuance  of  12,500  shares  of 
common  stock  of  a  par  value  of  $100 
each  ;  that  the  company  had  never  issued 
that  stock  and  that  it  now  wished  to 
issue  the  no  par  stock  instead,  as  its 
common  stock  now  is  of  no  par  value. 

The  stock  of  the  Public  Service  Rail- 
way is  owned  by  the  Public  Service  Cor- 
poration of  New  Jersey. 


1210 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


Offer  Made  for  Saskatoon 
Municipal  Properties 

An  offer  to  pay  $3,500,000  for  the 
power  and  distribution  plant  and  the 
railway  at  Saskatoon,  Sask.,  and  to 
divide  the  net  profits  from  their  oper- 
ation with  the  city  has  been  made  by 
the  Dominion  Electric  Light  &  Power 
Company,  New  York. 

Bence,  Stevenson  &  McLorg,  acting 
in  behalf  of  the  intending  purchasers, 
have  written  to  the  City  Commissioner 
as  follows : 

We  have  just  received  instructions  from 
the  Dominion  Electric  Light  &  Power 
Company,  Inc.,  to  ask  if  the  city  would 
consider  favorably  an  offer  to  purchase  the 
power  plant,  poles,  wires,  and  all  equipment 
accessory  and  incidental  to  the  manufacture 
and  distribution  of  light  and  power  to  the 
city  of  Saskatoon,  together  with  the  rail- 
way, which,  of  course,  is  inclusive  of  all 
equipment  and  property  used  in  connection 
therewith,  at  and  for  the  sum  of  $3,500,000 
cash. 

If  an  agreement  is  arrived  at  our  clients 
are  prepared  to  spend  the  further  sum  of 
$1,500,000  on  development  of  electric  power 
and  light. 

In  making  the  above  inquiries  our  clients 
have  in  mind  that  the  present  rates  for 
power  and  light  remain,  that  the  usual 
depreciation  continue  and  that  a  sinking 
fund  therefore  be  provided  out  of  earnings. 

An  interest  rate  on  the  money  invested 
is  to  be  allowed  and  the  rate  to  be  agreed 
upon  by  both  parties.  Our  clients  will  pay 
taxes. 

Net  profits,  after  providing  for  the  above, 
are  to  be  divided  equally  between  the  city 
and  our  clients. 

With  further  reference  to  the  rates  as 
stated  above,  the  present  rates  would  be 
maintained  subject,  of  course,  to  mutual 
agreement  otherwise. 

A  franchise  that  would  satisfy  the  legal 
requirements  would  be  required. 


shares,  and  an  issue  of  6  per  cent  pre- 
ferred stock  for  $756,000  in  $100  shares 
in  lieu  of  $766,000  of  outstanding  com- 
mon capita!  stock.  The  names,  prefer- 
ences,   rights,    restrictions,    limitations 


and  rates  determined  by  the  stockholders 
on  Dec.  3,  as  applicable  to  the  new 
stock,  are  approved.  The  company  suc- 
ceeded the  Boston  &  Worcester  Street 
Raihvav. 


New  Issues  for  Stark  Electric 

Approved  by  Commission 

A  $500,000  first  mortgage  7  per  cent 
bond  issue  of  the  Stark  Electric  Rail- 
road, Alliance,  Ohio,  to  be  sold  at  90 
and  the  issuance  of  $250,000  of  pre- 
ferred stock  to  finance  the  retirement  of 
a  twenty-year  $730,000  mortgage  and 
outstanding  notes  have  been  approved 
by  the  Public  Utilities  Commission. 
That  body  has  also  amended  an  order 
of  Nov.  16  concerning  the  sale  of  elec- 
trical equipment  by  the  Stark  Electric 
to  the  Alliance  Power  Company.  The 
amendment  authorizes  the  power  com- 
pany to  purchase  an  easement  right-of- 
way  from  Louisville  to  Damascus, 
Ohio,  a  distance  of  about  16  miles,  for 

$22,500. 

» 

Approval  of  Massachusetts 

Interurban  Stock  Issues 

New  capital  stock  issues  by  the  Bos- 
ton, Worcester  &  New  Y'ork  Street 
Railway  have  been  approved  by  the 
Massachusetts  Department  of  Public 
Utilities.  The  company  has  secured  ap- 
proval of  an  issue  of  7  per  cent  prior 
preferred    stock    for    $10,000    in    $100 


Scope  of  Securities  Association  Widened 

Primary  purpose  of  national  association  is  to  provide  for  collective 

action  to  improve  credit  of  issuing  corporations.     Objectives 

of  body  will  now  embrace  public  utility  securities 


IN  ORDER  that  the  70,000,000  cit- 
izens whose  interests  are  involved 
may  have  a  voice  in  the  activities  of  the 
new  Congress  toward  railroads  and  pub- 
lic utilities,  the  National  Association  of 
Owners  of  Railroad  Securities  laid  down 
recently  a  program  for  the  expansion 
of  its  functions.  It  will  for  the  first  time 
provide  a  means  through  which  these 
actual  owners  may  help  guide  the  des- 
tinies of  their  properties. 

At  a  meeting  at  the  Bowery  Savings 
Bank,  some  50  of  the  members  of  the 
advisory  and  executive  committees  of 
the  association  voted  to  change  its  name 
to  "National  Association  of  Owners  of 
Railroad  and  Public  Utility  Securities" 
so  as  to  provide  a  more  comprehensive 
understanding  of  the  original  purpose  of 
the  association,  when  it  was  established 
in  1917. 

The  meeting  was  called  by  Milton  W^ 
Harrison,  president  of  the  association 
and  a  trustee  of  the  Bowery  Savings 
Bank.  Policies  enunciated  on  Nov.  29 
as  determining  the  purposes  of  the  asso- 
ciation will  go  far,  it  is  believed,  toward 
helping  Congress  in  respect  to  its  re- 
sponsibilities in  matters  relating  to  rail- 
road and  public  utility  industries. 

Outstanding  among  the  purposes  of 
the  association  are  the  following: 

1.  To  provide  a  method  for  collective  ac- 
tion by  owners  of  railroad  and  other  secur- 
ities for  the  purpose  of  maintaining  and  im- 
proving the  credit  of  the  corporations 
issuing  them. 

2.  To  protect  and  assist  in  steps  for 
stabilizing  the  securities  issued  by  railroads 
and  other  public  utilities  of  the  United 
States. 

3.  To  organize,  promote  and  carry  out, 
in  the  public  interest,  a  campaign  of  educa- 
tion, that  the  public  may  be  informed  of 
the  extent  to  which  all  citizens  are  directly 
interested  in  the  welfare  of  public  utilities 
and  railroads,  and  in  the  securities  issued 
by  them.  Also  to  point  the  necessity  for 
collective  action  to  protect  investments 
made  in  railroad,  public  utility,  and  other 
securities,  in  order  that  the  credit  of  such 
corporations  may  be  maintained,  resulting 
in  a  better  and  more  economical  service  to 
the  people. 

Milton  W^  Harrison  was  re-elected 
president  of  the  association.  Henry 
Bruere,  New  York,  was  appointed  treas- 
urer, and  the  following  were  elected  dis- 
trict vice-presidents :  Darwin  P.  Kings- 
ley,  president  New  Y'ork  Life  Insurance 
Company;  T.  K.  Glenn,  president  Trust 
Company  of  Georgia,  Atlanta;  M.  A. 
Traylor,  president  First  Trust  &  Sav- 
ings Bank,  Chicago;  I.  H.  Kempner, 
president  United  States  National  Bank, 


Galveston,  Tex.,  and  George  I.  Coch- 
rane, president  Pacific  Mutual  Life  In- 
surance Company,  Los  Angeles. 

General  offices  of  the  association  will 
be  maintained  at  11  East  36th  Street, 
New  York.  The  present  membership  of 
the  association  will  be  extended  to  in- 
clude such  further  individual  and  in- 
stitutional owners  of  railway  and  public 
utility  securities  as  may  care  to  avail 
themselves  of  the  association's  advan- 
tages. 

In  outlining  the  scope  and  purpose  of 
the  work  in  hand,  President  Harrison 
said: 

Changing  the  name  of  the  association, 
with  objectives  that  embrace  public  utility 
securities  as  well,  effectively  carries  out 
the  reason  for  the  establishment  of  tlie 
national  association  in  1917.  Since  that 
date  holders  of  railroad  securities  have  be- 
come extensive  investors  in  public  utilities. 

At  present  Congress  and  the  commissions 
undertake  to  represent  the  investors  with- 
out the  help  of  the  investors  themselves. 
It  becomes,  therefore,  an  obligation  of 
nation-wide  importance  that  investors  effec- 
tively put  themselves  in  a  position  not  only 
to  be  of  constructive  assistance  to  Congress 
and  to  regulatory  commissions  but  to  pro- 
tect and  stabilize  the  securities  they  own. 
Unwise  legislation  and  regulation  can  do 
much  damage  to  the  soundness  of  security 
values  because  the  industries  behind  such 
securities  are  under  government  control. 

This  association  is  in  the  happy  position 
of  desiring  only  the  application  of  sound 
economic  principles.  Our  interests  are 
wholly  parallel  with  those  of  legislatures, 
courts  and  regulatory  bodies.  No  organiza- 
tion is  so  favorably  positioned  as  ours  to 
perform  constructive  service.  The  identity 
of  our  interest  with  that  of  the  public  in- 
terest will  be  apparent  to  all.  But  let  this 
be  clearly  understood,  our  views  will  carry 
no  weight  unless  we  enunciate  them. 

With  regard  to  railroads,  of  great  im- 
portance to  our  interest  is  the  question  of 
primary  valuations.  The  I.  C.  C.  methods 
have  been  earnestly  protested  by  parties  at 
issue  and  with  the  greatest  divergence  of 
opinion.  Several  attempts  have  been  made 
by  protestants  to  secure  review  by  the 
Supreme  Court  but  such  petitions  have  been 
dismissed  pending  the  time  the  commis- 
sion seeks  to  make  practical  application  of 
its  valuation  findings.  Such  court  review 
will  probably  be  had  in  the  early  months 
of  1928.  It  is  of  great  importance  to  us 
that  valuation  principles  and  procedure  are 
still  in  a  formative  state  and  are  susceptible 
of  being  molded  by  Congress  and  by  courts 
along  lines  radically  different  from  those 
adopted  by  the  commission. 

There  are  almost  daily  before  the  Inter- 
state Commerce  Commission  finance  dock- 
ets involving  the  issuance  or  retirement  of 
security  issues  with  which  we  are  most 
directly  concerned.    There  are  pronounced 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


1211 


indications  that  the  commission  is  slowly 
evolving  a  policy  on  financial  structures 
which  will  in  the  future  be  controlling 
upon  it.  We  should  certainly  know  how 
our  interests  are  affected  in  these  cases  and 
be  in  a  position  effectively  to  intervene 
when  necessary.  The  relation  between 
valuation  for  rate  making  and  for  taxation 
should  be  more  earnestly  studied  and  we 
should,  I  believe,  participate  constructively 
to  inform  the  public  on  this  and  similar 
matters. 


Personal  Items 


=fe^= 


Tax  Assessment  of  Capital  Stock 

Reduced  in  Chicago 

Holding-  that  the  tax  assessment  on 
capital  stock  of  the  Chicago  Surface 
Lines.  Chicago,  III.,  ni.'.de  by  the  Illi- 
nois Tax  Commission  "amounted  to  vir- 
tual confiscation,"  Judge  Victor  P.  Ar- 
nold of  the  Circuit  Court  has  reduced 
the  amount  from  $2,192,145  to  $1,181.- 
547.  In  a  decision  handed  down  Dec. 
19,  the  court  stated  that  the  commission 
■evidently  ignored  its  own  rules  by  not 
reviewing  available  evidence  concern- 
ing actual  value  of  the  stock.  The  suit 
was  of  importance  because  it  involved 
the  question  of  how  far  the  State  Tax 
Commission  can  go  in  assessing  taxes 
on  the  capital  stock  of  corporations. 
The  decision  sustains  the  contention  of 
the  Chicago  Surface  Lines  in  every 
respect.  The  tax  as  fixed  by  the  State 
Tax  Commission  and  as  fixed  by  the 
court  as  fair  is  as  follows : 

State  Tai  Circuit 

Company  Commission  Court 

Chicago  Railways $798,150  $494,099 

Calumet  &  South  Chicago*.  .         629,690        262.335 
•Chicago  City  Railway 764,304       425,113 

Totals ■ $2,192,145  $1,181,547 

*  The  amounts  are  for  the  years  1925  and  1926, 

except  in  the  case  of  the  Calumet  &  South  Chicago  to 

■which  the  year  1924  is  added. 


Partial  Abandonments  in  Auburn 

The  Public  Service  Commission  ap- 
proved a  declaration  of  abandonment 
"by  the  Empire  State  Railroad  Corpora- 
tion on  Dec.  5  of  what  is  known  as  the 
Clark  Street  line  in  Auburn  and  the 
West  Genesee  Street  tracks.  It  was 
•decided  that  the  lines  were  no  longer 
necessary  for  the  public  use.  The  fact 
■was  brought  out  at  the  hearing  before 
the  commission  that  the  Empire  com- 
pany, now  in  the  hands  of  a  receiver, 
•owed  Auburn  for  paving  taxes  $12,173. 


Mitten  Building  Purchased 

The  Mitten  Bank  Securities  Corpora- 
tion recently  purchased  from  Mitten 
Management  the  Mitten  Building,  lo- 
■cated  at  the  northwest  corner  of  Broad 
and  Locust  Streets,  Philadelphia.  The 
purchase  price  was  $6,000,000,  the  same 
amount  paid  by  Mitten  Management 
when  it  bought  the  property.  This 
building,  with  twenty  floors,  is  one  of 
the  newest  and  most  modern  office 
structures  in  the  central  district.  The 
first  thirteen  floors  are  occupied  for  the 
most  part  by  Mitten  Management  and 
the  offices  of  the  Philadelphia  Rapid 
Transit,  while  the  Mitten  tours  motor- 
l)us  terminal  is  located  on  the  ground 
floor. 


Omaha  Welcomes 
Mr.  Shannahan 

New  president  is  guest  of  honor  at  luncheon. 

Newspaper  comment  favorable  and 

helpful  in  tone 

JOHN  N.  SHANNAHAN,  new  pres- 
ident of  the  Omaha  &  Council  Bluffs 
Street  Railway,  Omaha,  Neb.,  was 
guest  of  honor  on  Dec.  19  at  a  luncheon 
by  J.  E.  Davidson  at  the  Fontenelle, 
Omaha.  One  hundred  and  fifty  business 
men  attended.     He  said  in  part: 

To  come  to  a  city  where  I  know  almost 
no  one  and  get  a  welcome  like  this  makes 
my  job  look  much  easier  than  it  did  ten 
days  ago,  he  began.  I  have  never  lived 
away  from  the  Atlantic  seaboard,  and  my 
friends  told  me  they  wondered  why  I  came 
to  Omaha.  The  reason  the  invitation  ap- 
pealed to  me  so  strongly  is  this :  The 
electric  railway  business  of  the  country  is 
in  a  particularly  critical  state  at  this  time. 
If  I  can  work  out  the  situation  satisfac- 
torily here,  give  Omaha  a  transportation 
system  it  should  have  and  put  the  com- 
pany on  a  dividend  basis — not  only  in  dol- 
lars and  cents  but  in  good  will  and  friend- 
ship— then  possibly  I  will  show  my  brothers 
in  the  industry  the  way  out  of  their  diffi- 
culties. 

Realizes   Difficulties  of  Job 
Ahead  of  Him 

And  this  cannot  be  done  without  your 
assistance.  I  am  conscious  I  have  under- 
taken a  difficult  job.  A  railway  is  the 
servant  of  the  public,  and  I  regard  myself 
as  much  of  a  servant  as  your  mayor  or  the 
policeman  on  your  streets.  My  aim  is  to 
make  Omaha's  railway  an  asset  to  the 
city.  A  dilapidated,  "run  down  at  the  heel"' 
railway  system  is  the  poorest  advertisement 
a  city  can  have.  I  want  your  suggestions, 
and  the  door  of  my  office  will  always  be 
open.  If  you  think  you  can  be  of  assist- 
ance, pay  me  a  call. 

Under  the  title  "Welcome,  Mr.  Shan- 
nahan, the  Omaha  World-Herald  of 
Dec.  20  said  ill  part: 

Mr.  Shannahan  has  come  to  serve  as 
president  of  the  railway  at  a  very  trouble- 
some and  critical  time  in  the  history  of  that 
corporation.  He  comes  with  a  shining 
record  of  success  as  a  doctor  of  sick  public 
utilities,  due  in  part,  it  is  said,  to  his  techni- 
cal competence  and  broad  understanding  of 
such  problems,  and  in  other  part  to  an 
exceptional  gift  for  winning  public  con- 
fidence and  support  by  deserving  to  win  it. 

Newspapers  Favorably  Disposed 

The  World-Herald  hopes  that  the  new 
president  may  prove  all  that  he  is  cracked 
up  to  be,  and  that  he  may  achieve  another 
notable  success  by  putting  the  company 
back  on  its  feet  and  by  establishing  a  gen- 
uine entente  cordiale  between  it  and  its 
patrons,  the  people  of  Omaha.  And  we 
should  not  be  at  all  surprised  if  he  does 
it,  difficult  though  the  task  appears.  For 
Mr.  Shannahan  impresses  the  stranger  as 
a  candid,  fair-minded  and  straightforward 
man,  at  once  earnest  and  tactful. 

An  executive  such  as  he  should  need  to 
go  not  much  more  than  half-way  to  find 
that  the  most  of  his  troubles  are  little  ones. 


f 


after  all.  For  Omaha  has  no  war  to  wage 
on  the  railway.  Omaha  wants  to  see  it  a 
successful  and  well-managed  corporation, 
and  is  cheerfully  willing  that  it  should  earn 
a  fair  profit  on  honest  and  prudent  invest- 
ment. At  once  for  the  company's  good  and 
for  the  city's  good  it  is  to  be  hoped  that 
as  much  can  be  done  for  the  railway  as  for 
other  public  service  corporations.  The 
World-Herald  welcomes  John  Shannahan 
to  Omaha  not  only  as  a  railway  executive 
but  as  a  citizen,  and  hopes  that  his  days 
among  us  may  be  long  and  pleasant  and 
freighted  with  usefulness. 


Clark  V.  Wood,  Jr.,  Official  of 

New  England  Transportation 

Clark  V.  Wood,  Jr.,  has  been  ap- 
pointed assistant  supervisor  of  the  Con- 
necticut lines  of  the  New  England 
Transportation  Company,  subsidiary  of 
the  New  York,  New  Haven  &  Hartford 
Railroad.  He  has  in  the  past  been  con- 
nected with  the  Springfield  Street  Rail- 
way and  the  United  Electric  Railways, 

Providence. 

♦ 

L.  E.  Lynde  Transportation 
Division  Manager  at  Boston 

L.  E.  Lynde  has  been  appointed 
manager  of  the  transportation  division 
of  the  Boston  office  of  the  Westing- 
house  Electric  &  Manufacturing  Com- 
pany. Mr.  Lynde  has  been  with  the 
Westinghouse  company  since  1920,  and 
during  the  past  several  years  has  been 
located  in  its  New  York  office,  where 
he  was  engaged  in  transportation  ac- 
tivities. 

Mr.  Lynde  was  born  in  Dover, 
N.  H.  He  was  reared  there  and  was 
graduated  from  the  University  of  New 
Hampshire.  He  is  a  member  of  the 
New  York  Railroad  Club,  American 
Electric  Railway  Association  and 
Theta  Chi  fraternity. 

During  the  war  Mr.  Lynde  served 
overseas  as  an  ofiicer  with  the  A.  E.  F. 

Mr.  Lynde  succeeds  H.  S.  Day,  who 
recently  resigned  to  become  superin- 
tendent of  equipment  for  the  United 
Electric   Railways,    Providence. 


Joe  R.  Ong  Studies  Winnipeg 
System 

Joe  R.  Ong,  transportation  engineer 
of  the  Cincinnati  Street  Railway,  Cin- 
cinnati, Ohio,  has  just  returned  to  Cin- 
cinnati from  Winnipeg,  Manitoba, 
where  he  has  been  engaged  for  several 
weeks  as  consultant  on  matters  relating 
to  the  railway  utility  of  the  Winnipeg 
Electric  Company. 

Mr.  Ong  became  connected  with  the 
Cincinnati  Street  Railway  in  February, 
1926,  shortly  after  its  reorganization 
and  is  in  charge  of  transportation  engi- 
neering matters  and  the  traffic  studies 


1212 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


that  are  proceeding  along  with  the  re- 
habilitation of  the  property.  He  has 
been  serving  the  Winnipeg  company  on 
a  special  leave  of  absence  from  the  Cin- 
cinnati system. 

Other  railway  properties  with  which 
Mr.  Ong  has  been  identified  as  trans- 
portation engineer  or  as  consultant  in- 
clude the  Georgia  Power  Company,  At- 
lanta; the  Kansas  City  Public  Service 
Company,  Kansas  City,  Mo. ;  the  Los 
Angeles  Railway  and  the  Northern 
Ohio  Power  &  Light  Company,  Akron. 
He  was  formerly  electric  railway  engi- 
neer on  the  staff  that  served  jointly  the 
Railroad  Commission  of  Wisconsin  and 
the  Wisconsin  Tax  Commission  and 
conducted  service  studies  and  appraisals 
on  many  of  the  Wisconsin  properties 
including  the  Milwaukee  Electric  Rail- 
way &  Light  Company. 


Dr.  Coolidge  is  assistant  director  of 
the  research  laboratory  in  the  General 
Electric  Company,  physical  chemist. 


W.  Nelson  Smith  with  Engineers 

W.  Nelson  Smith,  connected  with 
the  Winnipeg  Electric  Company,  Winni- 
peg, Man.,  for  some  years  and  more  re- 
cently assisting  several  prominent  engi- 
neering firms  on  heavy  electric  traction 
projects,  has  become  connected  with  the 
organization  of  the  E.  L.  Phillipps  & 
Company,  engineers,  50  Church  Street, 
New  York,  N.  Y.  Mr.  Smith  returned 
to  Winnipeg  in  1925  after  an  absence 
of  about  a  year  in  Vancouver,  where  he 
assisted  Sydney  E.  Junkins  &  Com- 
pany, Ltd.,  in  preparing  a  report  on  the 
electrification  of  the  Canadian  Pacific 
Railway.  After  his  return  he  was  en- 
gaged for  a  time  in  the  valuation  of  the 
light  and  power  distribution  systems  of 
the  Winnipeg  Electric  Company.  Mr. 
Smith's  experience  in  steam  railway 
electrification  work  covers  a  period  of 
more  than  twenty  years.  After  design- 
ing a  number  of  interurban  railway  sys- 
tems, he  took  a  leading  part  in  the  lay- 
ing out  of  the  electrification  of  the  Erie 
Railroad  at  Rochester,  N.  Y.,  and  the 
Long  Island  Railroad. 


Edison  Medal  Awarded  to 
William  D.  Coolidge 

The  Edison  Medal  has  been  awarded 
by  the  Edison  medal  committee  of  the 
American  Institute  of  Electrical  Engi- 
neers to  Dr.  William  D.  Coolidge,  "for 
his  contributions  to  the  incandescent 
electric  lighting  and  the  X-Ray  arts." 

The  Edison  Medal  was  founded  by 
associates  and  friends  of  Thomas  A. 
Edison,  and  is  awarded  annually  for 
"meritorious  achievement  in  electrical 
science,  electrical  engineering,  or  the 
electrical  arts,"  by  a  committee  consist- 
ing of  24  members  of  the  American  In- 
stitute of  Electrical  Engineers. 

The  medal  has  in  the  past  been 
awarded  to  Elihu  Thomson,  Frank  J. 
Sprague,  George  Westinghouse,  Wil- 
liam Stanley,  Charles  F.  Brush,  Alex- 
ander Graham  Bell,  Nikola  Tesla,  John 
J.  Carty,  Benjamin  G.  Lamme,  W.  L.  R. 
Emmet,  Michael  I.  Pupin,  Cummings  C. 
Chesney,  Robert  A.  Millikan,  John  W. 
Lieb,  John  White  Howell,  Harris  J. 
Ryan. 


OBITUARY 


B.  C.  Edgar 


Official  of  Tennessee  utilities  an  executive 

of  wide  experience.     Firm  believer  in 

value  of  good  public  relations 

Be.  EDGAR,  vice-president  and 
•  general  manager  Tennessee  Electric 
Power  Company  and  president  of  the 
Nashville  Railway  &  Light  Company, 
died  on  Dec.  26  at  his  home  on  Lookout 
Mountain,  Chattanooga,  Tenn.  Mr.  Ed- 
gar, for  many  years  prominent  in  the 
utility  field  for  the  important  posts  he 
filled  so  acceptably,  had  been  ill  for  a 
long  time. 

Mr.  Edgar  was  always  a  firm  believer 


electrical  operation.  Later  he  became 
identified  with  the  electrification  of  the 
tubes  under  the  Hudson  River  at  New 
York  City. 

From  1909  to  1912  he  was  in  San 
Francisco  and  in  Portland,  Ore.,  with 
the  Southern  Pacific  System.  Among 
his  task  was  one  connected  with  the 
electrification  of  suburban  railway  lines 
from  Oakland  to  Berkeley,  Cal.  From 
1912  to  June,  1914,  Mr.  Edgar  was 
assistant  general  superintendent  of  the 
Columbus  Railway,  Power  &  Light 
Company,  Columbus,  Ohio.  He  was 
made  general  superintendent  of  the 
Nashville  company  in  the  latter  year, 
and  in  February,  1919,  he  was  elected 
to  the  vice-presidency  of  the  Chatta- 
nooga Railway  &  Light  Company,  the 
Nashville  Railway  &  Light  Company 
and  the  Tennessee  Power  Company. 
When  the  Chattanooga  Railway  &  Light 
Company  and  the  Tennessee  Power 
were  merged  in  February,  1923,  with  the 
Chattanooga  &  Tennessee  River  Power 
Company  into  the  Tennessee  Electric 
Power  Company  Mr.  Edgar  was  con- 
tinued as  vice-president  and  general 
manager  of  the  merged  company.  In 
December,  1925,  he  became  president 
of  the  Nashville  company.  Under  his 
administration  the  Tennessee  companies 
have  grown  greatly. 

Mr.  Edgar  was  born  in  Rahway,  N.  J.,^ 
in  1878.  In  his  early  boyhood  he  be- 
came interested  in  the  rapidly  develop- 
ing science  of  electricity.  He  was  grad- 
uated in  electrical  engineering  from 
Rutgers  College,  New  Brunswick,  N.  J., 
in  1900. 


B.  C.  Edgar 

in  the  policy  of  maintaining  good  public 
relations  and  meriting  the  confidence 
of  the  utility's  customer*,  and  in  giving 
complete  publicity  to  the  affairs  of  his 
companies  through  the  daily  newspapers 
and  the  weekly  press  of  Tennessee. 
Under  his  guidance  the  local  utility  be- 
came one  of  the  leading  public  service 
organizations  of  its  kind,  not  only  in 
the  South,  but  throughout  the  nation, 
furnishing  electric  light  and  power  serv- 
ice for  more  than  100  communities  in 
Middle  and  East  Tennessee. 

He  always  took  an  active  interest  in 
the  affairs  of  the  electric  light  and  power 
industry.  In  1926-1927  Mr.  Edgar  served 
as  president  of  the  National  Electric 
Light  Association,  southeastern  division, 
comprising  light  and  power  companies 
and  those  identified  or  affiliated  with  the 
electrical  industry  in  the  states  of  North 
and  South  Carolina,  Georgia,  Florida. 
Alabama  and  Tennessee.  He  presided 
at  the  last  convention  of  the  association 
held  in  Memphis  in  April  of  this  year. 

Mr.  Edgar  was  first  employed  by  the 
Manhattan  Railway,  New  York  City,  in 
changing   from   steam-driven   trains   to 


William  G.  M.\tthews,  superin- 
tendent of  way  and  buildings  of  the 
Denver  Tramway,  Denver,  Col.,  died 
Dec.  3.  Mr.  Matthews  joined  the  tram- 
way in  1891.  At  that  time  the  sys- 
tem was  run  by  cable.  He  worked  in 
various  departments  up  to  1920,  when  he 
was  appointed  maintenance  superintend- 
ent, the  position  he  filled  up  to  the  time 
cf  his  death. 

Joseph  Horace  Goodspeed,  at  one 
time  affiliated  with  the  West  End  Street 
Railway,  the  predecessor  of  the  Boston 
Elevated  Railway,  Boston,  Mass.,  died 
on  Dec.  11. 

J.  Philip  Phinizy,  a  director  of  the 
Georgia  Power  Company,  Atlanta,  Ga., 
died  recently  at  his  residence  in  Athens. 
He  was  president  of  the  Southern  Manu- 
facturing Company  and  president  of  the 
Southern  Life  Insurance  Company.  Mr. 
Phinizy  was  66  years  old.  He  was  an 
alumnus  of  the  University  of  Georgia. 

Charles  D.  Stanford,  Maine  capi- 
talist, instrumental  in  the  promotion  of 
the  electric  railway  in  Bangor,  Me., 
died  Nov.  8  in  Bangor.  Years  ago- 
he  foresaw  the  advantages  of  the  elec- 
tric railway  and  was  one  of  the  pro- 
moters of  the  Bangor  Street  Railway. 
He  was  also  connected  officially  with 
the  power  developments  of  the  Bangor 
Hydro-Electric  Company,  which  con- 
trols most  of  the  power  developments 
and  railways  in  that  section.  Mr.  Stan- 
ford was  81  years  old. 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


12B 


Ten  New  Cars  for  New  York, 
Westchester  &  Boston  Railway 

Ten  electric  passenger  cars  are  being 
ordered  by  the  New  York,  Westchester 
&  Boston  Railway,  New   York,  N.  Y. 

The  car  bodies  and  trucks  will  be 
Osgood-Bradley.  electrical  equipment 
Westinghouse  Electric  &  Manufactur- 
ing Company  and  air  brakes  Westing- 
house  Air  Brake  ConiDany. 

The  units,  it  is  understood,  will  be 
similar  in  design  to  the  twenty  cars  pre- 
viously ordered  and  mentioned  in  the 
Journal  for  Aug.  21,  1926.  The  latter 
have  an  overall  length  of  72  ft.  7^  in. 
and  seat  80  passengers. 

The  new  cars  will  be  delivered  in  the 
spring  and  will  be  used  on  the  exten- 
sion under  construction  between  Harri- 
son and  Rye,  N.  Y. 


Westinghouse  Veteran  Promoted 

I.  F.  Baker  has  been  promoted  to 
manager  of  the  Far  Eastern  department 
of  the  Westinghouse  International  Com- 
pany. He  comes  to  his  new  position 
from  Japan,  where  he  was  managing 
director  of  the  Westinghouse  Electric 
Company  of  Japan,  president  of  the 
American  Merchants  Association  of 
Tokio,  and  acting  president  of  the  Amer- 
ican Association  of  Tokio.  His  new 
offices  will  be  in  New  York. 

Mr.  Baker  is  a  veteran  in  the  West- 
inghouse company.  He  entered  the  com- 
pany as  an  apprentice  in  1909,  graduat- 
ing into  the  industrial  sales  department. 
East  Pittsburgh,  in  1910;  was  trans- 
ferred to  the  Westinghouse  Electric 
Export  Company  at  East  Pittsburgh  in 
1913;  was  made  commercial  engineer  in 
the  Westinghouse  Electric  International 
Company  of  New  York,  in  1918,  and  sent 
to  Tokio,  Japan,  as  a  manager  for  Japan 
in  1919.  Six  years  later  he  was  pro- 
moted to  managing  director  of  the  Japan 
Company,  which  position  he  held  until 
his  recent  transfer  to  New  York. 


New  Viaduct  to  Eliminate  Grade 
Crossing  in  East  St.  Louis 

The  grade  crossing  of  the  Terminal 
Railroad  Association  and  the  East  St. 
Louis  &  Suburban  Railway  at  21st  and 
State  Streets,  East  St.  Louis,  III.,  it  is 
reported  will  be  eliminated  by  the  con- 
struction of  a  reinforced  concrete  via- 
duct to  carry  the  railroad  tracks  above 
State  Street,  which  will  be  depressed 
from  6  to  8  ft.  Detailed  plans  have  not 
been  prepared,  but  the  project  will  cost 
about  $300,000.  The  cost,  it  is  under- 
stood, will  be  shared  by  the  Terminal, 
the  East  St.  Louis  &  Suburban  and  the 
city. 

Originally  it  was  planned  to  con- 
struct a  similar  viaduct  to  eliminate  the 


Southern  Railroad  belt  grade  crossing 
two  blocks  away,  but  the  special  com- 
mittee on  grade  crossing  separation  ap- 
pointed by  the  East  St.  Louis  Chamber 
of  Commerce  and  the  representatives  of 
the  railroads  and  city  officials  decided 
to  compromise  by  constructing  only  the 
terminal  viaduct  at  this  time. 

It  is  planned  to  depress  State  Street 
from  6  to  8  ft.  and  to  elevate  the  ter- 
minal tracks  about  10  ft.  above  the  pres- 
ent level. 


Big  Motor  Order  Placed  by 

London  Underground 

An  ortler  for  twenty  new  steel  motor 
motors,  each  of  240  hp.,  has  been  placed 
by  the  London  Underground  Railways 
with  the  General  Electric  Company. 
The  order  also  includes  equipment  for 
63  motor  coaches  and  107  trailer  cars. 
Six  hundred  and  twenty-eight  coaches 
of  the  London  Underground  system  have 
been  similarly  equipped  by  the  same  con- 
cern. The  new  order,  according  to 
reports,  is  the  first  part  of  the  complete 
overhauling  scheme  recently  initiated  by 
the  London  Underground. 


Twenty  Motor  and  Trail  Cars 

for  Illinois  Central 

An  order  for  twenty  new  steel  motors 
and  trailer  passenger  cars  for  use  in 
its  electrified  Chicago  suburban  service 
was  placed  Dec.  24  with  the  Pullman 
Car  &  Manufacturing  Corporation,  Chi- 
cago, by  the  Illinois  Central  Railroad, 
Chicago,  111.  The  new  cars,  seating  84 
passengers  each  and  all  equipped  with 
roller  bearings,  increase  the  company's 
electrically  operated  equipment  to  280 
units.  Delivery  of  the  cars,  which  are 
estimated  to  cost  between  $900,000  and 
$1,000,000,  is  promised  for  1928. 


Five  Railways  and  Subsidiaries 

Receive  Mack  Buses 

Deliveries  of  Mack  buses  to  electric 
railways  and  their  bus  operating  sub- 
sidiaries recently  reported  by  the  Inter- 
national Motor  Company's  bus  depart- 
ment follow : 

Utah  Light  &  Traction  Company,  Salt 
Lake  City,  Utah,  has  received  five  Mack 
bus  chassis,  two  230-in.  wheelbase  and 
three   196-in.  wheelbase. 

Hamburg  Railway,  Hamburg,  N.  V., 
operating  an  extension  bus  line  from  its 
city  limits  terminal  into  Buffalo,  has  re- 
ceived a  Mack  bus,  a  25-passenger  parlor 
car  bus,  230-in.  wheelbase,  four-cylinder 
motor,  for  de  luxe  service. 

Boston  Elevated  Railway,  Boston,  Mass., 
has  accepted  delivery  on  twp  Mack  buses, 
city  type,  29-passenger  capacity,  four-cyl- 
inder motors. 

Connecticut  Company,  New  Haven, 
Conn.,     has     accepted     delivery     on     five 


29-passenger  city  type  Mack  buses,   four- 
cylinder  motor,  22S-in.  wheelbase. 

Public  Service  Transportation  Company, 
bus  operating  subsidiary  of  the  Public 
Service  Corporation  of  New  Jersey,  New- 
ark, N.  J.,  has  received  three  Mack  parlor 
car  buses,  25-passenger  capacity,  230-in. 
wheelbase,  four-cylinder  motor. 


Expansion  Program  in  Los 

Angeles  Not  Yet  Determined 

Not  until  the  California  Railroad 
Commission  hands  down  its  decision  in 
the  case  affecting  rates  on  the  Los 
Angeles  Railway,  Los  Angeles,  Cal.,  will 
the  company  be  in  a  position  to  deter- 
mine in  detail  the  program  for  expan- 
sion which  it  is  understood  to  have  in 
mind.  The  hearing  in  the  rate  case 
was  held  last  May,  but  the  commission 
has  not  yet  acted  upon  the  appeal  made 
to  it.  The  company  is  not  now  in  a 
position  to  add  any  more  cars  of  the 
so-called  2501  type,  and  it  will,  it  is 
understood,  continue  with  its  present 
rolling  stock  equipment  until  such  time 
as  the  commission  has  rendered  its  de- 
cision. 


New  Pension  Plan  Announced  by 
General  Electric 

A  contributory  pension  plan,  whereby 
employees  pay  in  a  small  part  of  their 
wages  from  year  to  year  to  a  pension 
fund,  supplementing  the  old  age  pension 
system  which  the  General  Electric  Com- 
pany has  had  in  effect  since  1912,  has 
been  announced  by  Gerard  Swope,  presi- 
dent of  the  company. 

At  the  same  time  Mr.  Swope  an- 
nounced the  creation  of  a  pension  trust. 
Instead  of  the  company  carrying  a  re- 
serve on  its  balance  sheet  sufficient  to 
meet  its  obligation  to  employees  reach- 
ing the  retiring  age,  $5,000,000  has  been 
turned  over  to  the  trustees  of  the  new 
trust  by  the  company. 

Pensions  at  present  are  computed  at 
1^  per  cent  of  the  earnings  of  employees 
for  each  year  of  continuous  service. 
Under  contributory  plan  of  additional 
pensions,  which  it  is  proposed  to  make 
effective  Jan.  1,  1929,  1^  per  cent  of  the 
annual  earnings  of  the  employees  will 
be  turned  over  to  the  custodians,  a  board 
of  seven,  on  which  the  employees  will 
have  representation.  This  money  wilt 
be  invested  and  held  for  the  employees 
individually.  Interest  will  be  allowed  to 
accumulate. 

The  retiring  age  in  the  past  has  been 
70  years  for  men.  Under  the  new  plan 
it  is  proposed  to  make  this  65  years  for 
men  and,  as  at  present,  60  years  for 
women. 


N.Y.R.T.  Gets  600- Volt, 

4,000-Kw,  Converter 

The  Westinghouse  Electric  &  Manu- 
facturing Company,  East  Pittsburgh, 
Pa.,  has  recently  furnished  to  the  New 
York  Rapid  Transit  Company  a  4,000- 
kw.,  600-volt  converter  which  is  a  dupli- 


1214 


ELECTRIC  RAILWAY  JOURNAL 


Vol.70,  No.27 


cate  of  a  machine  already  installed  in 
the  same  station.  The  new  machine  is 
a  4,000-kw.,  S75-volt,  direct-current, 
shunt-wound  converter.  It  is  supplied 
from  a  three-phase,  4,200-kva.,  11,000- 
volt,  25-cycle  power  transformer.  The 
equipment  is  operated  by  means  of 
supervisory  control  from  the  New 
Utrecht  station. 


^2,578,296  for  Kansas  City 
Rehabilitation  Program 

The  budget  of  $2,578,296  for  comple- 
tion of  the  rehabilitation  program  of 
1928  of  the  Kansas  City  Public  Service 
Company,  Kansas  City,  Mo.,  has  been 
submitted  to  Dr.  Saunders,  of  the  execu- 
tive committee  and  his  associate  mem- 
bers, Powell  C.  Groner,  president  of  the 
company,  and  Col.  E.  M.  Stayton,  city 
representative.  It  includes  $1,018,180 
for  overhauling  and  rebuilding  cars, 
$933,228  for  new  tracks,  and  $240,588 
for  special  track  work  at  intersections. 
The  committee  will  report  to  the  direc- 
tors at  a  meeting  to  be  held  within  a 
few  days. 

The  franchise  promised  a  rehabilita- 
tion program  of  $6,600,000  to  be  finished 
within  three  years.  Last  year  under  the 
regime  of  William  G.  Woolfolk  as 
president,  expenditures  approximating 
$4,000,000  were  authorized  and  for  the 
most  part  completed. 


Montreal  Tramways  and  City 
Decide  on  Car  Tunnel 

The  city  of  Montreal  and  the  Mon- 
treal Tramways,  according  to  reports, 
have  decided  to  tunnel  under  the 
Lachine  Canal  on  Wellington  Street, 
the  work  to  cost  between  $7,000,000 
and  $8,000,000.  In  a  recent  interview 
Julian  Smith,  president  of  the  tramways 
company,  stated  that  as  a  result  of  long- 
continued  negotiation  with  the  city  an 
agreement  had  been  arrived  at  between 
the  city  of  Montreal  and  the  tramway. 
The  project  has'  now  been  given  the 
approval  of  the  Tramways  Commis- 
sion, subject  to  the  approval  of  the 
Dominion  government  and  subject  to 
contribution  by  the  Dominion  govern- 
ment toward  the  expense  of  the  work  of 
putting  the  tramway  lines  on  Welling- 
ton Street  and  Verdun  Avenue  into 
tunnels  beneath  the  canal  and  building 
new  lines  so  that  through  cars  could  be 
operated  from  St.  Catherine  Street  into 
Verdun  and  Pointe  St.  Charles. 

With  the  construction  of  the  tunnel 
under  the  canal  on  Wellington  Street 
the  Wellington  Street  service  will  be 
greatly  improved  and  the  long  delays 
which  have  been  due  to  the  bridges 
will  be  eliminated,  and  a  substantial 
gain  in  reducing  delays  to  shipping  will 
also  result. 

Negotiations  are  now  taking  place 
■with  the  Dominion  government  looking 
to  their  approval,  in  principle,  of  this 
•undertaking  and  to  an  agreement  by 
which  the  government  will  bear  its 
share  of  the  expense.  Advices  are  to 
the  effect  that  it  is  hoped  if  the  gov- 


Exhibitograph  No.  1 
Good  News 

The  47th  A.  E.  R.  A.  convention 
and  exhibit  are  to  be  held  in 

Cleveland 

Sept.  22-28,  inclusive 

Let  your  New  Year  resolution  be 
to  stage  an  exhibit  at  the  next 
A.  E.  R.  A.  convention.  That's  the 
place  to  talk  turkey. 


ernment  comes  to  a  prompt  decision  in 
this  matter  the  work  can  be  commenced 
on  one  of  these  undertakings  and  com- 
pleted before  the  opening  of  navigation 
in  1928. 


Quiet  and  Steady  Metal  Markets 

The  customary  and  expected  holiday 
quietness  characterizes  the  metal  mar- 
kets for  the  week  ended  Dec.  28,  and  no 
change  is  expected  until  after  New 
Year's  Day.  Prices,  however,  have 
been  steady. 

The  large  producing  interests  have 
continued  to  quote  14J  cents  for  do- 
mestic deliveries  of  copper  in  the  East 
all  week.  A  fair  amount  of  business 
was  done  in  the  Middle  West  Dec.  23  at 
14i  cents,  however.  The  custom 
smelters  have  in  general  quoted  14 
cents  delivered  in  Connecticut,  since  Dec. 
22,  when  the  last  of  the  13J  cents  copper 
was  absorbed.  The  price  of  the  export 
association  continues  at  14.50  cents,  c.i.f. 

The  leading  interest  in  the  Middle 
West  quoted  lead  6.325  cents  all  week, 
but  business  done  at  this  figure  was  all 
but  negligible,  virtually  all  the  sales  by 
this  company  being  on  an  "average" 
price  basis.  Other  sellers  did  a  fair 
business  at  6.30  cents. 

Some  zinc  has  found  a  market  at 
5.625  cents  in  the  week  ended  Dec.  28, 
but  the  price  to  consumers  has  generally 
ruled  at  5.65  cents,  St.  Louis,  for  all  de- 
liveries. High-grade  is  neglected,  with 
nominal  quotations  for  spot  carloads 
remaining  at  7|  cents  delivered. 

Tin  prices  are  a  little  lower  than  they 


were  a  week  ago.  Straits  suffered  more 
than  99  per  cent  metal  and  the  spread 
between  the  two  today  is  only  J  cent. 
Compared  with  spot  Straits,  January 
and  February  are  off  about  J  cent,  and 
March  and  April  about  J  cent. 


TRADE  NOTES 

Lincoln  Electric  Company,  Cleve- 
land, Ohio,  announces  the  appointment 
of  R.  M.  Plympton  as  salesman  in 
charge  of  consumer  motor  business  in 
Chicago.  He  will  work  under  the  di- 
rection of  R.  D.  Malm,  Chicago  dis- 
trict manager.  Mr.  Plympton  was 
formerly  assistant  sales  manager  for 
the  Babson  Statistical  Association, 
Wellesley  Hills,  Mass. 

Manning,  Maxwell  &  Moore,  Inc., 
New  York,  to  co-ordinate  the  handling 
of  its  business,  has  organized  two  op- 
erating companies  under  the  laws  of 
Delaware,  the  Consolidated-Ashcroft- 
Hancock  Company  and  the  Shaw 
Crane-Putnam  Machine  Company. 
Manning,  Maxwell  &  Moore,  Inc., 
owns  all  the  stock  of  both  corporations. 
The  Bridgeport  and  the  Boston  plants 
of  Manning,  Maxwell  &  Moore.  Inc., 
and  the  sales  force  marketing  the  prod- 
ucts of  these  plants  will  make  up  the 
Consolidated-Ashcroft-Hancock  Com- 
l.any.  The  Shaw  Crane-Putnam  Ma- 
chine Company  takes  over  the  Sliaw 
Crane  Works  and  the  P"tnam  Machine 
Works  and  the  sales  activities  pertain- 
ing to  them.  The  supplies  department 
and  the  Chicago  machinery  branch  of- 
fice of  Manning,  Maxwell  &  Moore, 
Inc.,  operate  as  formerly. 

Railway  Track-Work  Company, 
Philadelphia,  Pa.,  has  sold  to  the  Tulsa 
Street  Railway,  Tulsa,  Okla.,  a  "Vul- 
can" rail  grinder  and  a  "Eureka"  rail 
joint  grinder. 

Ohio  Brass  Company,  Mansfield, 
Ohio,  has  published  booklet  No.  519, 
entitled  "The  Dirge  of  a  Dime  (Ten 
Cents)."  It  contains  amusing  illustra- 
tions and  text. 


Truscon      Laboratories,      Detroit, 
Mich.,  has   issued  a  folder  descriptive 

=  of   its   products   for   the    protection   of 

metal,  coal  and  material  prices  steel,  concrete  and  masonry,  and  wood. 

F.  O.  B.  refinery  iir  t-  ^ 

HeUIa— New  York  Dec.  27.  1927  WAGNER  ELECTRIC   CORPORATION,  St 

Copper,  electrolytic,  cents  per  lb 13.80  Louis,     Mo.,     has     issued     bulletin     No. 

Copper  wire,  cent,  per  lb 15,75-16  00  153    loose-leaf,  describing  the  Wagner 

Lead,  cents  per  10 6.50  i-^     ,  .     ,        ■  .-.^v^-n 

Zinc.  •ent»  per  lb 6.00  split-phase  mduction  motor,  type  58RB, 

Tin,  Straits,  cents  per  lb 58.  1 25  1^  J  and  i  hp. 

Bltuminons  Coal,  f.o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton  SiLENT      HoiST      WiNCH      &     CRANE 

Roads  gross  tons       COMPANY,  Inc,  Brooklyn,  N.  v.,  has 

Somerset  mine  run,  Boston,  net  tons .  ■     ,,      •      xt       -yW    t  ■      ■    ■'■'". 

PitUburghminerun,  Pittsburgh,  net  tons.  ISSUed  bulletm  No.  30,  descriptive  of  itS 

Franklin,  111.  screenings,  Cliicago,  net  tons  1.60  Hiffprpnl-     tvnps     nf     silpnt-     Vinist     mnt-nr 

Central,  111,  screenings,  Chicago,  net  tons  1.50  ainerent    types    01    s  lent    noist    motor 

Kansasscreenings,  Kansas  City,  net  tons..  2.175  truck  and  pOWer  Winches. 

Materials  ,,  -.^  „ 

Rubber-covered  wire.  N.  Y..  No.  14.  per  SuLLIVAN       MACHINERY       COMPANY, 

1,000  ft 5.50  Chicago,  has   recently   issued  looseleaf 

^e^f^'S^Ltle^^l'^ZX^:      Vo'i  bulletin  81-0  and  81-Q,  descriptive  of 

Linseedoii(5-bbi.  lots),  N.Y..  cents  per  lb.       10.6  its    auger    rotators,    class    "H-8,"    and 

'^ib"^.'°.'!"^!°°'.'!': ."."': ''•.'^■.' ."*!'.''       1325  "rotator"    rock    drills,    "L-5"    medium, 

Turpenaiie(bbl.iote).N.Y..  per  gal 0.60  "L-3"  heavy  model.    Both  of  the  bulle- 

=^===^=^z==^=r^=  tins  are  illustrated. 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


21 


Ten  Semi-Steel  Cars  Being  Built 
for  Boston  Elveated 

The  ten  cars  ordered  by  the  Boston 
Elevated  Railway,  Boston,  Mass.,  on  Aug.  3 
from  the  Laconia  Car  Company,  Laconia, 
N.  H.,  as  announced  in  the  Aug.  20  issue  of 
the  Journal,  are  to  be  delivered  during  the 
40-day  period  between  Dec.  1,  1927,  and 
Jan.  10,  1928.  They  are  to  be  placed  in 
service  in  South  Boston  and  will  replace  the 
old  box  cars  now  in  use   there. 

The  cars,  with  a  seating  capacity  of  48, 
are  being  built  at  a  cost  of  approximately 
$12,000  each.  They  are  of  the  one-man, 
two-man,  double-end,  double-truck  type, 
having  a  total  weight  of  31,460  lb.  and  a 
length  over  all  of  45  ft.  0  in.  The  body  is 
of  semi-steel  construction  with  end  doors 
and  has  an  arch  roof.  The  seating  ar- 
rangement includes  four  longitudinal  and 
sixteen  cross  seats,  with  a  spacing  of  29^^ 
in.     The  painting  scheme  is  to  be  yellois^ 

Operating  equipment  includes  four  G.E. 
264-A  inside-hung  motors,  G.E.  K-71  con- 
trol and  Westinghouse  air  brakes  with 
variable   load   attachment. 

The  official  specifications  are  as  follows: 

No.   of   units 10 

Type    of    unit One-man,    two-man.    motor, 

passenger,  city,  double  end.  double  truck 

Seating-  capacity 48 

Builder  of  car  body Laconia  Car  Company 

Date  of  order August  3,   1927 

Date  of  delivery — Dec.  1,  1927.  to  Jan.  10.  1928 
WeightB: 

Car  body    13,800  lb. 

Trucks    8,700  lb. 

Equipment     8,960  lb. 

Total    31.460  1b. 

Bolster  centers    20  ft.  9  in. 

Length  over  all 45  ft.  0  in. 

Length  over  body  posts 30  ft.  11%  in. 

Truck  wheelbas'e 5  ft.  2  in. 

Width  over  all 8  ft,  6%  in. 

Height,  rail  to  trolley  base 10  ft.  7^4    in. 

Window  posts  spacing 31  Vi    in. 

Body    ■ Semi-steel 

Roof    Arch 

Doors   End.  folding 

Air  brakes Westinghouse,    variable  load 

attachment 

Armature  bearings    Plain 

Axles Pittsburgh  Forge  &  Iron  Company 

Compressors     DH-16 

Conduit     Flexibe 

Control General  Electric  K-71 

Couplers Malleable  iron  sleeve 

Destination    signs Keystone 

Door  mechanism  ,  .  .  National  Pneumatic  Company 
Energy-saving    device.  .  Railway  Improvement  Co, 

Pare  boxes    Johnson 

Finish Flood-Conklin 

Floor  covering    Wood 

Gears  and  pinions General  Electric  spur 

Glass   Double  thick 

Hand  brakes National  staffless 

Hand  straps    Rico 

Heat  insulat'ng  material Salamander 

Heaters Consolidate  1   Car   Heating  Company 

Headlights Derssel 

Headlining Bronze  and  malleable  iron 

Journal    bearings Plain 

Journal  boxes Steel  castings 

Lamp  fixtures Weber  No,  61000 

Motors.  ,Four  General  Elc'trc  26-A.  inside  hung 

Registers Intf*rnational  single 

Roof  material Wood  and  canvas 

Seats J.   G,    Brill   Co, — 4   longitudinal 

Seat   spacing 29%    in. 

Seating  material    Wood  slat 

Slack   adjusters M-1 

Steps    Folding 

Step  treads Wood  universal  tread  nosing 

Trolley    catchers Earll 

Trolley    base Ohio    Brass 

Trucks Taylor,   type  LRH 

Vent'lators Garland 

Wheels,  type Steel.   2<l-in,  diameter 

Wheelguards Wood  li-'e  guards  on  trucks 


Ten  more  for  the 

Boston  "L" 

equipped  with 

"Peacock"  Staffless  Brakes 


Reff.  U.  S.  Pat.  Off. 


Electric  Railv/ay  Journal, 
October  8.  1927,  page  722. 


To  replace  the  old  box 
cars  now  in  use  in  South 
Boston  the  Boston  Ele- 
vated Railway  has  or- 
dered ten  one-man,  two- 
man,double-end,double- 
truck  type  cars  from  the 
Laconia  Car  Company, 
Laconia,  N.  H.,  equipped 
with  "Peacock"  Staffless 
Brakes. 

Whenever  and  wherever 
new  cars  are  ordered,  in 
every  type  of  service, 
^Teacock"  Staffless 
Brakes  will  usually  be 
found  in  the  specifica- 
tions. 

May  we  give  you 
the  reasons? 

National 
Brake  Company,  Inc. 

890  Ellicott  Square,  Buffalo,  N.  Y. 

Canadian   Representative 
Lyman  Tube  &  Supply  Co.,  Ltd.,  Montreal,  Can. 


22 


ELECTRIC  RAILWAY  JOURNAL 


December  31,  1927 


Toucan  Iron  Culverts 
and  Suh -Drains  will 
keep  your  roadbed 
free  from  water. 


Sub  --Drains  Of  Toncan  Iron 

Last  Longer  and  Work  Better 


^♦•♦^  •iiiirn.m.  ^♦^^ 

♦•♦*  COPPER      ♦♦♦• 

lioiybden-um 
IRON 


I'"ollowing  are  the  makers 

of  Toncan  Culverts. 

Write  the  nearest  one: 

The  Berger  MIg.  Co.,  ol  Mass. 

Boston,  Mass. 
The  Berger  Manufacturing  Co. 

Dallas,  Texas 
The  Berger  Manuiacturing  Co. 

Jacksonville,  Florida 
The  Berger  Manufacturing  Co. 

Minneapolis.  Minn. 
The  Berger  Manufacturing  Co. 

Philadelphia,  Pa. 
The  Berger  Manufacturing  Co. 

Roanoke.  Virginia 
The  Canton  Culvert  &  Silo  Co. 

Canton.  Ohio 
TheFirroanL  CarswellMfg  Co. 

Kansas  City,  Kan. 
The  Pedlar  People  Limited. 

Oshawa.  Ontario.  Canada 
Tri-State  Culvert  Mfg.  Co. 

Memphis.  Tenn. 
The  Wheat  Culvert  Co.,  Inc. 

Newi}ort,  Ky. 


SUB -SURFACE  water  is  a  great  roadbed  disturber.  It 
causes  misalignment  and  uneven  track.  Remove  it  and 
you  remove  one  cause  of  track  maintenance. 

Cuts,  sags  and  similar  collectors  of  water  all  need 
sub-drainage  for  the  protection  of  the  roadbed. 

Toncan  Iron  Drains  have  all  the  advantages  of  corru- 
gated metal  drains  and  two  more: 

1.  They  retard  the  entrance  of  dirt  by  the  use  of  out- 
ward tongued  perforations  instead  of  usual  holes. 

2.  They  are  made  of  Toncan  Copper -Molybdenum  Iron 
and  therefore  possess  higher  resistance  to  corrosion 
and  erosion.  Copper  and  molybdenum  are  alloyed 
with  refined  iron  to  give  longer  life. 

Drains  of  Toncan  Iron  give  better  drainage,  eliminate 
breakage  and  reduce  maintenance  for  many  years  to  come. 
Look  into  this  vital  Drain  improvement  made  only  in 
Toncan  Iron. 

Central  Alloy  Steel  Corporation,  Massuion,  ohio 

World's  Largest  and  Most  Highly  Specialized  Alloy  Steel  Producers 

Makers  of  Agathon  Alloy  Steels 

Cleveland  Detroit  Chicago  New  York  St.  L.ouiS 

Syracuse  Philadelphia  Los  Angeles  Tulsa 

Cincinnati  San  Francisco  Seattle 


TOMCAN 


COPPER 
MO-LYB-DEN-UM 


moN 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


23 


■I 


International  Creosoted  Pine  Lines  are  | 
rugged   to  the  last.      Southern  Yellow 
Pine  is  449c  stronger  than  the  nearest  ', 
other  commonly  used  pole  species  and  H 
the  strength  of  individual  poles  is  un-  ; 
usually  uniform.    This  great  strength  is 
made    permanent    by    creosoting — safe- 
guarding the  poles  against  decay,  white 
ants,  woodpeckers,  grass  fires  and  storm 
damage. 

International  Creosoted  Poles  are  par- 
ticularly valuable  for  cross  country  trans- 
mission lines.     They  add  reliability  to 
the  less  accessible  lines.    This  is  impor-  ^■ 
tant  because  a  pole  failure  that  is  hard  to  ' 
reach  means  long  delay,  seriously  inter-   • 
rupted  service,  and  costly  replacement,    s 
Build    your   lines   with    International  \ 
Creosoted  Pine  Poles.    They  give  great-    I 
est  strength  and  greatest  protection  to 
service  at  lowest  annual  cost.  h 

lUvHtratlon    ahovtt    Internatutnal    Polfn    unfd    for    thifv-linU    initl     I 
two-pole  amstruction.      Length  ol  upans  vary  from  500  to  1,800 
feet.      Line  built  to  give  strength  comparable  to  itteet.      PoIph 
used  on   66,000   vott  line,   Chilicothe  to  Jackson  to   Flondwooil, 
in  service  ol  the  Smtthern  Ohio   Electric  Co. 

International  Creosoting  8C  Construction  Co. 
Galveston — Texarkana^Beaumont 


f- 

1 

1  1 

"J 

1 

y 

d.^ 


j»?ii 


eieosbtedYellowPinePbles 


»iv 


24  ELECTRIC  RAILWAY  JOURNAL  December  31.  192; 


ANNUAL 


Statistical  and  forecast 

r\  umber 


Electric  Railway  Journal 
January  14,  1928 

This  important  number  will  contain : 

Record  of  1927  in  costs  and  revenues. 
Number  of  cars  purchased. 

Miles  of  track  constructed  and  recon- 
structed. 
Financial  records  for  1927. 

Reviews  of  basic  tendencies  in  legal, 
financial  and  regulatory  matters. 

A  review  of  the  significant  news  de- 
velopments of  1927. 


Together  with : 


A  forecast  of  1928  expenditures  in  all 
departments,  and  the  trends  which 
will  shape  developments  and  prog- 
ress of  1928. 


Advertising  forms  close  January  3,  1928 

Electric  Railway  Journal 

Tenth  Ave.  at  36th  St.,  New  York  City 
Member  ABC  Member  ABP 


y 


STUDEBAKER 


MORE     SPEED 

With    Less    Weight 


Studebaker  Bus  Models  and  Prices 

"75"  Model — 184"  wheelbase,  dual  rear  wheels 

chassis  only _ $3275 

21-Pass.  Street  Car  Bus  ("75"  model  chassis) 5895 

"75"  Special  High  Speed  Chassis— 184'  wheelbase 

dual  or  single  rear  wheels  (chassis  only) 2775 

19-Pass.  Cross-Seat  Sedan  on  "75"  special  chassis..  5275^ 

20-Pass.PariorCarDeLuxe  on  "75"  special  chassis  6395 
22'Pass.  Observation  Parlor  Car  on  "75"  special 

chassis 639^ 

"75"Junior  Model— 158' wheelbase  (chassis  only)  2410 

12-Pass.  Cross-Seat  Sedan  on  "75"  Jr.  chassis 4160 

15.Pass.  Cross-Seat  Sedan  ("75"  Jr.  chassis) 4520 

AH  prices  f.  o.  b.  factory.     Purchase  can  he 

arranged  on  Studebaker's  liberal 

budget  payment  plan 


i 


Again  Studebaker  has  produced  a  bus  chassis  which  fully  meets 
present  day  traffic  conditions  and  the  operator's  requirements  on 
long,  fast  schedules.  This  new  "75"  special  high  speed  chassis 
has  a  wheelbase  of  184  inches.  It  has  800  pounds  less  weight 
than  the  "75"  heavy  duty  chassis.  All  "75"  chassis  because  of 
recent  motor  refinements  have  greater  power — the  present 
Studebaker  six'Cylinder  engine  develops  over  90  h.p.  at  2600 
r.  p.  m.  The  specially  designed  three  speed  forward  transmission 
and  rear  axle  with  the  more  powerful  motor  and  with  less  weight 
to  carry,  permit  quicker  acceleration,  more  speed  on  the  road 
and  greater  economy  of  operation. 

The  same  heavy,  pressed  steel  frame  and  nine  crosS'members 
are  retained,  the  same  rugged  type  of  construction  is  used 
throughout  the  entire  chassis  and  body.  At  no  point  has  there 
been  any  compromise  with  strength.     Several  new  features  have 


ORE    POWER 


and    at    Lower     Cost 


been  incorporated.  The  engine  has  a  high  compression  head; 
the  generator  is  cooled  with  a  centrifugal  blower  type  fan;  the 
specially  designed  rear  axle  is  equipped  with  heavy  bumper 
blocks  which  act  as  an  auxiliary  spring  and  bumper;  the  new 
double'face  emergency  brake  operating  on  the  propeller  shaft 
is  14  inches  in  diameter. 

The  four-wheel  mechanical  brakes  operate  smoothly  and  easily, 
at  40  miles  per  hour  to  a  full  stop  in  71  feet,  or  in  17  feet  at  20 
miles  per  hour.     Notable  ease  of  steering  and  a  motor  that  is 
instantly  responsive  enables  the  driver  to  handle  the  Studebaker 
"75"  high  speed  bus  with  the  comfort  and  surety  of  a  passenger  car. 

With  these  new  features,  less  weight,  greater  power  and  lower 
cost,  this  new  Studebaker  "75"  special  high  speed  chassis  offers 
a  new  conception  of  bus  chassis  value  at  $2775. 


co«t>«" 


for 


ft.Ttl 


h^P-' 


>rt*c«l»"' 


yOB^ 


^O^ 


t^^ 


of 


SoutW«--° 


special.  ^^.e.  .t  P^  ^„« 


,otv« 


otV 


out 


-15" 


Cb»* 


.Sed»» 


,»l» 


tool 


cvw 


•rvp* 


.  c»«" 


,.ciM 


..9<»«*- 


A  new  3-speed  forward  trantn 
«ion  is  used  which  permits  eai 
shifting  of  Rears.  Extra  large  pa: 
insure  carefree  performance.  To 
the  left  is  the  new  14-inch  diame* 
ter  emergency  brake  —  powerful 
and  efficient. 


All  parts  of  the  seml'floating  rear  axle  are  readily  accessible  bv  remov- 
ing the  large  cover  plate.  Ilic  housing  is  a  box  section,  heavy  malle- 
able  iron  shaped  to  provide  great  truss  strength.  Extra  large  Chrome 
Molybdenum  shafts,  oversize  bearings  and  deep-v:ut  jiears  give  evi- 
dence of  super  strength. 


The   Studebaker  "75"  high 
speed  chassis  is  an  outstand 
ing  example  of  advanced  bus  engi- 
nccring.    Note  the  rugged  frame, 
location  and   size   of  the  nine  cross- 
members,  the  3 -inch  propeller  shaft 
and  powerful  rear  axle. 


IheNew  Studebaker  @ 


Bus  Chassis 


December  31, 1927 


ELECTRIC  RAILWAY  JOURNAL 


29 


Just  as  the  electric 
railway  companies  have  to 

compile  and  be  guided  by 
exhaustive  statistics  as  to 
peak  loadsj  traffic  densities, 
costs  per  mile,  and  so  forth, 
we  must  constantly  keep 
ourselves  informed  as  to 
purchasing  power,  density 
of  population  and  all  vital 
market  information  in 
order  to  maintain  our  ser^ 
vice  as  an  active  asset  of 
your  service^ 


INCOnF>ORATEO 


CANDLER  BLDG.    NEW  YORK 


30 


ELECTRIC  RAILWAY  JOURNAL 


December  31, 1927 


^atyj^^rs  jp^  jg^ivgirve  er3 


jTor^  Bacon  $.  ^avi^ 

incorporated 

115  Broadway,  New  ITork 
PRILADELFHIA  CHICAGO  SAN  FBANaSCO 


STONE  &  WEBSTER 

Incorporated 

Design  and  Construction 
Examinations     Reports     Appraisals 
Industrial  and  Public  Service  Properties 

NEW    TOBK  BOSTON  CHICAQO 


Sanderson  &  Porter 

ENGINEERS 
PUBLIC  UTILITIES  &  INDUSTRIALS 

Dedrii  Construction  Manacemont 

Examicatlona  Reports  Valuatlona 


cmcAoo 


NEW  YORK 


SAN  FBANCISCO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER,    MASSACHUSETTS 

naPORTS-  APPRAISALS  ■  RATIS  ■  OPERATION  -  SKRVICB 


B.    BDCHANAM 
PrMldlBt 


W.   H.   PKICB,   JB. 
Sm'7-Tnu. 


JOHN  r.   LtATNQ 
TlM-Pnild<nt 


BUCHANAN  &  LAYNG  CORPORATION 

Engineering  ami  Management,  Construction 

Financial  Reports,   Traffic  Surveys 

and  Equipment  Maintenance 

l«»4'aM™N*Uonal  „     ^°°*i,^,  NBW  YORK 

Bank  Bld«.  Hanover:  2142  4g  WaM  Street 


HEMPHILL  &  WELLS 

CONSULTING  ENGINEERS 

GarifaMr  F.  Weill  Albert  W.  Hemphill 

A  PPR  A  ISA  LS 

INVESTIGATIONS  COVERING 

Reorfanization        Management       Operation        Construction 

43  Cedar  Street,  New  York  City 


KELKER,  DeLEUW  &  CO. 

CONSULTING  ENGINEERS 

REPORTS  ON 

OpcraiinK  Problems  Valuations  Traffic   Surreys 

111  W.  Washington  Street,  Chicago,  III. 


E.  H.  FAILE  &  CO. 

Designers  of 

Garages —  Service  Buildings — Terminals 

Ml 

LBXSMWtON    AVK                                                   NSW  TO&K 

The  J.  G.  White 
Engineering  Corporation 

Engineers— Constructors 

Oil  Rednerles  and  Pipe  Lines.  Steam  and  Water  Power  Plants.  Tranimlsslon 
Systems,  Hotels.  Apartments.  Office  and  Industrial  Buildings.  Railroads. 

43  Exchange  Place  New  York 


THE  BEELER  ORGANIZATION 

Transportation,  Traffic,  Operating  Surveys 

Better  Service— Financial  Reports 

Appraisals — Management 


52  Vanderbllt  Ave. 


New  York  ! 


Engelhardt  W.  Holst 

Consulting  Engineers 

Appraisal!  Beporti  Bates  Serrice  InTestlratton 

Studies    on    Financial    and    Physical    BetaabUIiaflon 

Beorrsnlsatlon     Operation     Manaremsnt 

683  Atlantic  Ave.,  BOSTON,  MASS. 


J.  ROWLAND  BIBBINS 

Engineer — 2301  Connecticut  Ave.,  N.W.,  Washington,  D.  C. 

TRANSPORTATION  SURVEYS 
Organi.Ted    Traffic    Relief    and    Transit    Development 
Co-ordinating    Motor    Transport,    Railroad    and    City 
Plans,  Service,  Routing,  Valuation,  Economic  Studies 

EXPERIENCE  IN  20  CITIES 


DAY  &  ZIMMERMANN.  Inc. 

ENGINEERS 

Design    -  Construction    -   Reports 

Valuations  -  Management 

PHILADELPHIA 


NEW  YORK 


CHICAGO 


STEVENS  &  WOOD 

INCORPORATED 

ENGINEERS  AND  CONSTRUCTORS 

120  BROADWAY,  NEW  YORK 
TOONGSTOWN.  O. 


ENOINBEBISQ 
OONSTBUCmON 


FINANCING 
MANAGEMENT 


MCCLELLAN  &  JUNKERSFELD 

Incorporated 

ENGINEERING  AND  CONSTRUCTION 

Examinations — Reports — Valuations 

Transportation  Problems — Power  Developmentt 

68  Trinity  Place,  New  York 

Cliic<«o  Se.  Lastia 


WALTER  JACKSON 

Consultant  on  Fares  and  Motor  Buses 

The  Weekly  and  Sunday  Pass — Differential 

Fares — Ride   Selling 

Holbrook  Hall  5-W-3 

160  Gramatan  Ave.,  Mt.  Vernon,  N.  Y. 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


31 


iiiitiiiiiiiiKtiiiiiiiiiiimiiiiii 


THE  BABCOCK  &  WILCOX  COMPANY 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICSa 

Boston,  80  Federal  Street 
PHn.tnm.PHiA.  Packard  Building 
PiTTSBUBOH,  Farmers  Deposit  Bank  Bulldlni 
Clbvxljlnd,  Guardian  Building 
CKiCiLOO,  Marquette  Building 
Cincinnati,  Traction  Building 
A.Ti»A.NTA,  Candler  Building 
Phobnxz,  Asia.,  Heard  Building 
Daixab,  TEX.,  Magnolia  Building 
HoNOLDLn,  H.  T.,  Castle  A  Cooke  Building 
PoBTLAND,  Okb.,  Gasco  Building 

SiilliiHiiiiiiMiiitlllililiiuiiiiiiiiiiiilliiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiliiiiitlllHilllliiiiMiliiiiiiiiiiiiiiiiiimillilli 


85  Liberty  Strebt,  New  York 

Makers  of  Steam  Superheaters 

since  1898  and  of  Chain  Grate 

/^^S^  Xlk\        Stokers    since     1893 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


BRANCH  OFFICBS 

Dbteoit,  Ford  Building 

Sxw  Obusans,  344  Camp  Street 

HoDSTON,  TnxAS,  Electric  Building 

OBNVBt,  444  Seventeenth  Street 

Bjili!  IaAXB  Citt,  Kearns  Building 

San  Francisco,  Sheldon  Building 

Loa  Anoblbs,  Central  Building 

SiATTLa,  Li.  C.  Smith  Building 

Havana,  Cuba,  Calle  de  Agular  104 

Ban  Juan,  Porto  Rico,  Royal  Bank  BuUdlng 


liiiniimilniiitMiitiliiiniiiiimiiiiiiiiiiiiiiiiiiniiiiiiiiiiniiiiitiiiiiiiiitiiiiiiiiiiiiiiitiiiiuimiiiiiiiiiiriiiiiiiiHiiiniiiiHliiniiniiiluiMiiiiiiMiillillK 


THE  P.  EDWARD  WISH  SERVICE 

50  Church  St.  Street  Railway  Impeetien  131  State  St. 

NEW  YORK  DETECTIVES  BOSTON 


glnlluillllluuitlllluillimilllllllllllllllilllllllllllllllllillllilllllllllllllllllllllltlliniiinillilillllliiinilillillllllllllllllllllllMtllllllililii^ 


TRAFFIC  CONSULTANT 

Freiffht  Rate.  Tariff  and  Traffic  Analyses: 

Advisory  Freight   Traffic  Assistance 

on  Special  or  Monthly  Basis; 

Preparation  of  Cases  before  Interstate  Commerce 

Commission  and  State  Commissions. 

HALSEY  McGOVERN 

Mills  Bldg.,  17th  and  Pa.  Ave.,  Washington,  D.  C. 


Hale-Kilburn  Go. 

1800  Lehigh  Ave.,  PhlUdelphU,  Pa. 


When  writing  the  ftdvertlter  for  Information  or 

prices,  a  mention  of  the  Eleetrle  Railway 
Journal  would  be  appreciated. 


^mmiuiiiMiiuiiiiiiiiMiiiiiiiiiiiiimiiniiHMiiMiniiiiiiiiwmmiiMiiiiniiuiiiniiiitiiitMiimiiiiiiuHiuuuiiuiiiiHiiiiiiiiiiiiiitnHH 


RAIL  JOINTS 


DYNAMOTORS 
WELDING  ROD 


UNA  Welding  &  Bonding  Co. 

Cleveland.  Ohio. 


I      Better  Quality  Seats 
i      For  Cars  and  Buses 

iaiiiiiiiiiimiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiitiiiiuiiiiiiiiiiiiiiitiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiii 

iiiiiiiiiiiiiiiiiiiuiiiiiiiiuiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiitiiiiuiiiiiiiiijiiiiiiiiiiiiiiiiiiiiiiiuii'iiiiiii iiiiiiiiimiiiimiM. 

RAIL  GRINDERS  AND 
WELDERS 

Railway  Track- worlc  Co.,  Philadelphia 

ass 

iiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiiiiiiiiuiiiiiiiiiiiiiuiiiiriiiiiiiiiiiiiiiiir 


iiliiiiiiiiiiiiiiiiiiimiiuiiiiiiuiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiimiiiiiiiK 


JM.  JL  and  COMPANY 


ivdiiiiiiiimimiiimiiHiiiiiiiHiimiiiiiiimiimiimiiniiimiiiiiiiMimiiimiiniiimiiMiiimuiMimimiimiiiiiiimmimiiiiiH 
uMiiuiiiuiiiiiiiiUMiiiiiiMiiniiuiiiiiMiniiiMiiiiiiiniiiniiiiiiiniiiiiiiitiiiiitiiiuiiiiiiiiniiiniiiniiiiiiiiiiiiiiiitiiiniiitiiiiiiiiiiiiiiiiiii 

i  INDUSTRIAL    GASES 


'jiiiiiiiifiinriiiiriiiiiriiiiiiiiiiiiiiiniiiiiiiiiinii 


iliiiiiiiiiiiiiiiHiiinillHllltiiiiiiiiiniiiii iiiiiiiiiiHiniiKniiiiiiiimnmiiiiiiulli 


i   ACETYLENE 
I   OXYGEN 


HYDROGEN 
NITROGEN 


i    Quick  shipment  and  low  prices  also  on  cylinders,  Tslres.  tordies, 
i    regulators  and  supplies. 

I    International    Oxygen    Co.,    Main    Offices:    Newark,    N.    J. 
I    Brinchu :  New  York  Ptttiburi b  Tolttfs 

?iiiiiiiiiiiiiiiiiiiiiiiiiiiii(iiiiiiiiiiiiiiiiiiiiiriininiiiiiiiiiiiiiiiiiiiiimiimiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiimiiiiiiiiiiiiiiiiiiiiiir 

linilllllllllltMllllllllllllltlllMllllllllMlltlllllllllllllUIIIIIIIIIIIIIIIIIIIMIIIIMIIIIIHnnllllllMlltlMlllllllllllllllllllillliniinillllllllllKIt'^ 


sniiiiiiiiniiiiiiiimiiiii 


iniiiiiuimiiiiiiiiiiiiiiiiiimiiiiiiimuiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiii 


Car  Heating  and  Ventilating  § 

— ue  ao   lonxer   operatins    problem!.      W.  mn   itew   ywi  § 

bow  to  teke  cere  of  both   wltb  one  eqalpmiok.      Tb.  Pet«r  S 

Bmltb    rorcMl    VentllaUoo    Hot    Air    Haatn    wUl    mto,    la  § 

•daition.  46%   to  Sl%  ot  tb.  ooit  of  siij  oUur  mi  bMt-  s 

lug  ud   TeDtUstlni   iritMi.     WrlU  far  dMsUi.  § 

The  Peter  Smith  Heater  Company  i 

I    ^lllllllllllll^            6209  Hamilton  Ave.,  Detroit,  Mich.  i 

iiMiiiiiiuiiiii iiiiiiniiimi mHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiii 


Boyerized  Parts: 


Brake  Pint 
Brake  Hanseri 
Broke  Lereri 
Pedeital  Qlbl 
Brake  Fulcrumi 
Tumbuckles 
Center  Bearing! 
Side  Betrlma 

McArthur 


Sprint  Po!t  Buthlnti 
Sprins  Po!t!  J 

Bolster     and     Traoaom  : 

Chaflns  Platot 
Manganese  Brake  Bead!  : 
Manganese  Truck  Part!  j 
Bushing! 
Bronx.  Bearlngi 
Tumbucklea 


Can    be    pnrehased    thronsh    the   foUowlnc  1 

representatives:  1 

Economy  Electric  Dericel  Co.  H 

72  \V.   Van  Buren  St..  Cblcato,  111.  i 

F.   P.  Bodler.  i 

903  Monadnock  Bids.,  Sao  Franclico,  Cal.  £ 

W.   P.  McKenney,  1 

54  Flrit  Street,  Portland,  Oregon.  1 

J.   H.   Denton.  = 

1328   Broadwar,   New  York  City.   N.    T.  i 

A.   W.  Arlln.  S 

511  Delta  Bids.,  toi  AnitlM.  Ctl.  S 

Bemis   Car   Truck   Company! 

Springfield,  Mass.  I 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 

on  your  equipment 

The  Universal  ijibricating  Co. 


Chieaco 


deralaBd.  Ohio 
RapreMntati'na:   Jaaaaoi 
Btraaa  BUc. 


Tiiiiiiiiiliiiiiiiilllllllllliillllllliimiilimiiiniiiiiiiiiiiitiiiiililliilliiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiitiiiiiiiiiniuiuuiiiiiiiilip       iniiiiiiiiiiiiii 


iiiiiiiiiiimiiiiii iHUiiiiiiiiiiiiiiiiim imnraiiimiim 


32 


ELECTRIC  RAILWAY  JOURNAL 


December  31,  1927 


^miiniiiniimimiiiiiaiiimiiiiiiraiiiiiiimiiniiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiifuniiimiiiiiiiiimiiiiiiiiiiiriiiiimiiiiiiiiiiiiniiiiiiiiii'^     f 


«*«nfiiiiimiiiiiiimiiiiiiiiiiiimiiMimiHtiimiiHimiiii>nmiiHiiiiHmiiiiiiiiniiiiiiiniinuiiitiiiiiiitiiHHHiiiiiiHiiiHiiiiiiiHiHiHiip- 


/T 


^  I 


MORE- 
JONES 
TROLLEY 
WHEELS 

AND 
HARPS 


v= 


We  manufacture  various  types  of  trolley  equip-  | 

ment.     The   quality  of  metal,   conductivity,   resistance  to  | 

friction,    effect    on    overhead,    shape    and    size    of   wheel  I 

groove,  have  all  been  carefully  worked  out  and  perfected.  | 

In  addition  to  the  highly  specialized  V-K  Oilless  Trolley  I 

Wheels  and   Harps,  More-Jones  make  the  most  complete  | 

line  of  lubricated   trolley  wheels   and   harps   to  raeet  all  I 

requirements.     Let  us  quote  you.  | 

National  Bearing  Metals  | 

Corporation  | 

St  Louis,  Mo.  I 

"MORE- JONES  1 

QUALITY  PRODUCTS"  | 

iHiiiiiiiiiiiiMiiiiimmiiiniimiiiiniiiiiiiiiiiiiiiimiiiiiiiiiimiHiiiiiiimiiiiiiiiiiiiiiiiiiiiiimiiHiiiiiiimimiiniimiiiiM^ 
Himiiiiiiimimiiiiiimiiiiiiiiiimimiiiniiiiiiiiiiiiiimiiiiiiiiiimiiiiiiiiiiiiiimiiniiiiimiiimmiiiiiiiiiirin^ 

Griffin  Wheel  Company  | 

410  North  Michigan  Ave.  j 

Chicago,  111.  I 


Griffin  Wheels  | 

with  I 
Chilled  Rims 

and  I 

Chilled  Back  of  Flanges  I 

For  Street  and  Interurban  | 

Railways  I 


CSiicago 
Detroit 
Denver 
Cleveland 


FOUNDRIES: 

Boston 
Kansas  City 
Council  Bluffs 
Salt  Lake  City 

St.  Paul 
Los  Angeles 
Tacoma 
Cincinnati 

Structural  Shapes  •   Steel  Sheet  Piling 

Plates  •   Skelp 

Bars  and  Bar  Mill  Products 

Bands  '  Hoops 

Axles  •  Wrought  Steel  Wheels 

Rails  •   Rail  Joints 

Steel  Cross  Ties 

CARNEGIE  STEEL  COMPANY 

Qeneral  Offices  •  Carnegie  Building  •  434  Fifth  Avenue       | 

PITTSBURGH      <^      PENNSYLVANIA  | 

I 

1880  I 

«iiiiiiiitiiiniiiiiiiiiiimmiiiimMHnimHiitiiimiiiiiiiiiiiiMiiiiiiimuiHiiiiiiititiitiiitiumiiiiiiiiiiiiiiiiMiiimiiiiiiiiiiimiiuimii(i 
iiiiiiiiiitHiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiniiiiiiiiiiiniiiiiiiitiiiniiiiiiiMiHniiiiiiiiHiiiiiiiniiiiiiitiiiiniii 


illlUtlillllUlimillUliillltlJIIIIIH»iiHIII»llllMI 


In  go  the  parts 
— off  come  the 


grease  and  dirt !  ^^ 


I  T  X  THAT  simpler  way  to  clean  dirty,  grease- 

I  'V  covered  bus  and  car  parts? 

I  Tedious  hand  scrubbing  practices  are  fast  being 

I  discarded  in  favor  of  this  better,  easier  Oakite 

I  method  of  soaring  parts  clean.    With  the  result 

I  that  considerable   time  and   effort   are  saved; 

I  repair  jobs  are  speeded  up;  maintenance  costs 

I  lowered. 

I  Test  out  Oakite  cleaning  materials  in  your  own 

I  shops.     Find  out  what  these  advantages  will 

I  mean  to  you  in  actual  dollars  and  cents  savings. 

I  Drop  us  a  card  and  our  Service  Man  will  call. 

i  Oakite  Service  Men.  cleaning  specialists,  are  located  in 

I  the  teadina  industrial  centers  of  the  U.  S.  and  Canada 

=  Oakite  is  manufactured  only  by 

I  OAKITE  PRODUCTS,  INC.,  28B  Thames  St.,  NEW  YORK,  N.  Y. 

I  OAKITE 

I  Industrial  OeemingMateriabsndMetbods    | 

^ittUWHiHuaiMUiHiiiHiiiuiiiniiHiMiiitiiiiuiiiiiuiiiiiiiiiiiniiiuiiiHiiiniiniiiiuiHuiiiniiHiiiiiiuiiiiiiiiiiuiiiuuMiiinumitiiiiiR 


We  Sell 

Dayton  Ties 

lb  Friends 

Selling  Them 
MakesBnenJs 

DAiTON  MECHANICAL 
TIE    COMPANV 

DAYTON,        OHIO 


"N 


Yes— We  Sell  Dayton  Ties  to  Friends 

Because  Selling  Them  Makes  Friends, 
Our  Repeat  Orders  Show  It 


We  don't  sell  Dayton  Ties  to  people  because 
they  are  our  friends — our  customers  are  friends 
because  we  sell  them  Dayton  Ties. 

When  electric  railway  officials  get  hold  of 
something  like  Dayton  Ties,  which  practically 
wipe  out  track  maintenance  they  are  naturally 
friendly — you  can't  blame  them. 

Dayton  Ties  do  not  merely  obliterate  track 
maintenance  for  a  year  or  two,  but  for  aston' 
ishing  periods  of  years.  Since  their  inception 
1 6  years  ago  no  track  laid  on  Dayton  Ties  has 
ever  failed. 

Installations  in  150  cities,  under  every  kind 
of  traffic  the  industry  has  to  offer,  meeting  all 
kinds  of  adverse  conditions — and  not  a  failure. 
They  continue  to  order — time  after  time. 

Once  you  try  Dayton  Ties,  you  will  be  a 
friend,  too. 

Dayton  Tie  Track  is  always  Smooth 


THE  DAYTON 
MECHANICAL  TIE  CO. 

DAYTON,  OHIO 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


35 


MNimuiiiiiimiiHiiiwiiiiiiiiiiimiiniiHiiiiiiiimnmiiiiiiiiiiimiiiniiiiiiiiiiiuiiiiiiiiiuiiiiiiimiimiiimitiHitiiumiiiHiiiiMiiii^f     ^tiiiiiin 


iiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiriiiJiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMMiiiiiiiiHiiiiiiiiiiiiiiHiiiiiHiiiiiiiiiuiic 


COLUMBIA 


I   Railway  Supplies  and  Equipment 


Machine  and 
Sheet  Metal  Work 

Forgings 

Special  Machinery 

and   Patterns 

Grey  Iron  and 
Brass  Castings 

Armature  and 
Field  Coils. 


The  Columbia  Machine  Works  and  M.  I.  Co. 
26S  Chestnut  St.,  corner  Atlantic  Ave., 
Brooklyn,  New  York 


:iiiiiiiitiiiiiiiiiiiiiiiiiMiiniiiiiiiniii)tiiiniiiriiiiiiiiiiiiiriiHiiiiniiiiiiiiiiiiiitiiiiiiiiiiiiin!iiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinr: 
sfiiitiiiniiiniiiiiiiiiiMitiiiiiiiiiiiiiiiHniiiiiiiiiMiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiriiiitiiiitiiiiiiiii(iiiiiiiiitiiiniiiirii)iiiiiriiiiiiiiiiiiuiiiii!= 


JOHNSON 

FARE 

COLLECTING 

SYSTEMS 


Johnson  Electric  Fare  Boxes  and  overhead  rejEisters 
make  possible  the  instantaneous  registering  and  count- 
ing of  every  fare.  Revenues  are  increased  IJ  to  5% 
and  the  efficiency  of  one-man  operation  is  materially 
increased.    Over  4000  already  in  use. 

When  more  than  two  coins  arc  used  as  fare,  the  Type  D 
Johnson  Fare  Box  is  the  best  manually  operated 
registration  system.    Over  50.000  in  use. 

Johnson  Change- Makers  are  designed  to  function  with 
odd  fare  and  metal  tickets  selling  at  fractional  rates 
It  is  possible  to  use  each  barrel  separately  or  in  groups 
to  meet  local  conditions.  Each  barrel  can  be  adjusted 
to  eject  from  one  to  five  coins  or  one  to  six  tickets. 


=      £ 
I      I 

I  I 


Johnson  Fare  Box  Co. 

4819  RavntMwood  Avt.,  Chicago,  lit. 


Nuttall  US  20'A  Timken  Roller  Bearing  Trolley  Base 

Grease  *er  Twice  a  Year 
And  Let  *er  Go 


You  have  smiled  for  years  at  the  original  feller 
in  Coatesviile  who  tells  you  to  "Hook  'er  to  the 
Biier" — that's  amusement. 

But  if  you  want  to  wear  the  smile  of  genuine 
satisfaction,  and  see  that  smile  on  every  con' 
ductor's  face — on  every  face  around  the  car 
barn,  here's  a  sure  fire  prescription : 

Put  on  some  Nuttall  US  20'A  Trolleys.  It  is 
literally  true  that  you  can  lubricate  them  twice 
a  year  and  forget  them.  They  swivel  on 
Timken  Tapered  Roller  Bearings,  and  you  know 
what  they  are.  Every  wearing  part  is  hardened, 
and  you  can  forget  wear.  Heavy  shunts  con' 
duct  the  current  around  bearings  and  moving 
parts,  so  you  can  forget  arcing  troubles.  All 
in  all,  what  could  be  sweeter? 


<^r^ 


1927 


RD-NUHALL  COMPANY 

PITTSBURGH  ^PENNSYUm 


All  Westinghouse  Electric  A  Mfg.  Co.  District 
Offices  are  Sales  Representatives  in  the  United 
States  for  the  Nuttall  Electric  Railway  and  Mine 
Haulage  Products.  In  Canada:  Lyman  Tube  A 
Supply   Co.^  Ltd.,   Montreal  and   Toronto. 


% mum iii iiimim iimiiii miimiimi mimiiimiimiiimuimii miiimiimiiiiiiiimiimiiniiiiir=     SiHitifttrmnmtiiiiiiiiiHimmiimtiimiiifTimiiiminiifliiiMimHiimNniiirtiimiiiinmtiiimiimiimiim tiimmiminiiumm 


36 


ELECTRIC  RAILWAY  JOURNAL 


December  31.  1927 


inniuiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiriiinmiraiiiiiiiiiiiiiiiiiiiiiiiminiiniiiiiiiiiiiiiiiiiiiiiiriiimiiiiiiHiiiuiiiiiiiiiiiiiuuuiiiuiiiiiiiiit!      jiuiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimimiimiiiiiiiiriniiiimiiiiiiiniiiiiiiiiiiiuiiiiiiiiiiiiiimiiiiuiiHiiiiiiiiiir 


TISCO 

MANGANESE  STEEL 

SPECIAL  TRAGKWORK 


Wharton  Tisco  Manganese  Steel  Trackwork 
will  help  you  hold  the  up-keep  down. 


WM.  WHARTON  JR.  &  CXD.,  Inc.    | 

Easton,  Penna.  | 

iiiitiiiiiiiiiiiiMiitiHiiiiiiiiniiiiiiiriiiiiiittiiiiiiiiiiitiiiiiiiniiittiiiiiiiiiiiiMniiiiiiiniiriiiuiiiiMiiiiiiiiiiMiiiiUMUiiiniiiiiriiutiuuiin 
9lllilliniinilltiiltMininiiiuiiiiiiinin:iiiiiiiinininiiiiiiiiiiiiiiiililiiriiniiitiiniiiiiniiiniiniiniriitiiiittiitiiiiini))iiiii(iiiiiiiiiiiiii)'.- 


B.  A.  HEOEMAN,  Jr..  Prulduit        H.  A.  BSaEUAN.  Flrrt  T1u-Pt«i.  ud  Tnu. 
r.  T.  BABQENT.  Bwratarr  W.  C.  PKTEB8.  TlM-Prst.  Sllei  and  BngliiMCliu 

National  Railway  Appliance  Co. 

Grarbar   BnUdlDC,   4%0   Lezincton   Ave.,    New   York 

BRANCH   OFFICES 

MuBse;  Bids..  Washington.  D.  C.  100  Boylston  St..  Boaton.  Ham. 

Begeman-Caatle  Corporation.  Railway  Exchange  Baildlnr.  Chicaft).  111. 


RAILWAY  SUPPLIES 


Tool   Steel   Gears  and   Piniona 
Anrlo-American     Varnish    Co.. 

VarniBhes.  Enamels,  etc. 
National  Hand  Holds 
Genesco  Paint  Oils 
Dunham    Hopper    Door    Device 
Garland  Ventilators 
Walter  Tractor   Snow  Plows 
Feasible  Drop  Brake  Staffs 
Ft.  Pitt  Sprinr  *  Htc.  Co.. 

Springs 


FlaxUnum  Insulation 

E^nomy  Electric  Devices  Co. 

Power  Saving  and  Inspection 

Meters 

National   Safety  Devices  Com- 

pauy's       Whistle       Blowers. 

Gong     Ringers     and     Brake 

Hangers 
Oodward  Gas  Generators 
Cowdry  Automotive  Brake 

Testing  Machine 


THE  WORLD'S  STANDARD 


''IRVINGTON 


^^ 


Black 
Varnished    Silk, 


and 
Varnished   Cambric, 


Yellow 
Varnished   Paper 


Irv-O-SIot   Insulation  Flexible  Varnished  Tubing    i 

Insulating  Varnishes  and  Compounds  I 

Irvington  Varnish  8C  Insulator  Co.        | 

Irvington,  N.  J.  | 

Sales  Representatives:  i 

Hitchell-Rand  Mtg.  Co..  N.  T.  Prehler  Brothers  Inc..  Chieaco  I 

B.  H.  Wolcott.  Rochester  White  Supply  Co..  St.  Lonls  § 

I.  W.  Levine.  Montreal  Clapp  A  LaUoree.  Loe  AngelM  S 

A.  L..  OUlies.  Toronto  JCartin  Woodard.  Seattl*  1 

Consumers'  Rubber  Co..  Clereland  | 

IlllllllllllllllllllllllllllllllllllllllllllllllllllllUIIIIIIIIIIIIIIJIIIIIIIUIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIItllllllllc 

iniiiiiimiiiimiiiniiniiiiiniiiimHiiiiiiiinuiiniitnimiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiitiiiiiiiiiiitiiiiiiiiiiiiiiimiiimiiiiimniitiiimiiiii^      a'liiiitiiuuuiiiiiiiiiiiiiiiiiiniiiitiiiiiiiiiiiiiiiiitiiiniitiiiiiiitiiiiiiMniiiiiinMiuiiiniiiiiimiiiiiiiiiiiiiiiiiiiiuiiiiiiinimiiutuiuiiiiiiu 


iiiiiimiiiiiiimimiiiiiiiiiiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiraiiniiiiiiimiiiiiimiiniiimmiiiiiiiiiiiiiiiiiraiijumi 
niiiiiiiiitiiiitiuiiitiiiiiiiiuiiitiiiiiiiriiiiiiniiiiiiiiniiiiiiiiiiiniinuiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiMiiiiiiiiiiiiiiiii 

Lorain  Special  Trackwork 
Girder  Rails 

Electrically  Welded  Joints 
THE  LORAIN  STEEL  COMPANY 

Johnstown,  Pa. 
SaJss  Offices: 

Atlanta  CUcaco  Cleveland  Nnr  York 

Philadelphia  Pittsburgh  Dallas 

Pmcifie  CooMt  Repr^Mmntutiv: 

United  States  Steel  Products  Compasj 

Los  Anceles  Portland  San  Francisco  Sosittie 

Export  R«pr*s€ntmtiV9i 

United  Sutes  Steel  Products  Company,  New  York,  N.  Y. 

swliiiiiHiiiniimmuiiiiimiiniiitiiiniiiiiinnuiuuuiiiiiuiutiuiiuuiiiriiiiiiiiiiiiiiiiitiiniiiriiitiiiiiiiiiiiiiiiitiiiiiiumiiiui 


Kalamazoo  Trolley  Wheels 


The  value  of  Kalamazoo  Trolley 
Wheels  and  Harps  has  been 
demonstrated  by  large  and  small 
electric  railway  systerai  for  a 
period  of  thirty  yean.  Being 
exclusive  manufacturers,  with 
DO  other  lines  to  maintain,  it  is 
through  the  high  quality  of  our 
product  that  we  merit  the  large 
patronage  we  now  enjoy.  With 
the  assurance  that  you  pay  no 
premium  for  quality  we  will 
appreciate  your  inquiries. 


THE  STAR  BRASS  WORKS 

KALAMAZOO,  MICH.,  U.  S.  A. 


1  I  Bethlehem  Products  for 

f  I  Electric  Railways 

I    I  Tee   and    Girder    Rails;    Machine    Pitted   Joint*; 

I    I  Splice   Bars;    Hard   Center   Projs;   Hard   Center 

I    §  Mates;  Rolled  Alloy  Steel  Crossings;  Abbott  and 

I    I  Center  Rib  Base  Plates;  Rolled  Steel  Wheels  and 

I    I  Ported  Axles;  Tie  Rods;   Bolts;  Tie   Plates  and 

§    I  Pole  Line  Material. 

I    I  Catalog  Sent  o»  Request 

I    I  BETHLEHEM    STEEL   COMPANY,    Bethlehem,    Pa. 

1 1  BETHLEHEM 


nHiimiiiiiimiiiiiiiiiiiniiHiiniiminintiiiiiiiiiMiriiniiiuiniiiiiiiniimiiiiiiniiiiiiiuiitiiiHiiiiiiitiiiiuiiiimmiiiiiiiiiiiiiiHiiiiiiw 
=.imiiiiiiniiininiMiMiiiiiHiiiniiiiMiiMntiiiiMtiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiinitiiiiMiriiiiiiiiiiiiiiiiiii>^ 


niiiiiiniiiiiiniiiiiiiinimiiuiiiiiiiniiiiuiniiiiiiiiiMiiiiiintniMiiMiMniiiiintiiiiniiniiniiiiiMiiiiiiiiiiiiiiiniiiiiiiiiniiiiiriiniiiiiiiNR 
aiiiiiiiiiniiniiiiiimiiiiiimiiniiiiiiiHiiiiiimiiniiimiiiiimiiiiiiiiiiiiiimiimiimiiimiMiiiiiiiiiiiiiiimiiiiiimiiimiiiHH 


1 


Atlanta 

Baltimore 

Boston 

Buffalo 

Chicago 

Cincinnati 

Cleveland 

Dallas 

Detroit 

India  napolia 

Kansas  City 

Los  Angeles 

Milwaukee 

Minneapolis 

New  Orleans 

New  York 

Philadelphia 

Pittsburgh 

San  Francisco 

St.  Louis 

Syracuse 

Seattle 

Washington.  D.  C.    I 

Berlin,  Germany     ^ 


Investigaticms  *  Reports 
Valuations 

TheAmericanAppraisal 
Company 

A  National  Organization 


FARE 

BOXES  for  BUSES 

Let   us  tell  you  of  this   especially  de- 
signed   box  for   this   class   of  seryice. 


The  Cleveland  Fare  Box  Co. 

4900  Lexington  Atb.,  CleTeUnd,  O. 

Canadian  Cleveland  Fare  Boa  Co.,  Ltd. 
Preston.  Ontario 


C^JHTNoAnd  Sorting  Machines  C^^  Tokens 


siwuiuiiuniuniuiiiiuiniiinniuiiiuiiuiiMiiiMiiiiMiuMuiiiMUUHimiiimtmmiiitiiiniiiniiMiuiimiiuiiiuHiiHHiHiiiiuiuuiuiiT      i&iiiiiuiwiitinmiHimnmiituMiiiiiiiiMmiiiiiHitinmimiHiiiiuiuMiitiiHHHHiiiiniimintiHinniiiiiMiHriiimniiiimiiffiim 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


37 


Searchlight 

USED  EQUIPMENT  CS,  NEV^— BUSINESS  OPPORTUNITIES 

UND1SP1.ATED— RATBPJEaWOKD:                                                INFORMATION:  DI.SI'UVYKl)— HATE  I'EB  INCH: 

fotitiau    Wanted.    A    cent.    >   wotd.   mlnlmujM  Bcz    Svmtiernir,    care    ot    any    ot    our    offices  1  ,'"     ?   l™h" ' 'JH    ?"   i'f,] 

rs  «nll  an  insertion,  pay.ble  In  .drtnce.                     count  10  word»  additions!  In  undtsplayed  oda.  g   ,,,  jj   Inche,! !!.'! :!!!;.'!!  .'    t.ll    "n  ilich 

Portlioiu    Vacant   «nd  all    oUier   daaalflcsUons,             Ditcoimt  ot   10%    If   one   payment  is   made  In  Rales  for  laruet  spaces.  oryearlyratcs.onreauMl. 

8  cants  a  word,  minimum  cliarge  »2.(I0,                        advance    for    four    consecutive    Insertions    of  An.  ndvrtiUitin   ineh   (s   measured  vertically    on 

PropOiHii*.  4d  cects  a  line  an  lni«rtion.                             undUplayed  ads    (not  including  proposals).  one  column,  3  columns — 30  Inches — to  a  paxe. 


POSITIONS  WANTED 


EJXECUTIVE  —  EMfteen  years'  experience 
managing:  li&ht,  power  and  transportation 
properties.  Open  for  other  connections ; 
personal  reasons  for  desiring  change. 
PW-69,  Electric  Railway  Journal,  Guard- 
ian Bldg.,  Cleveland,  Ohio, 


GENERAL  superintendent  or  manager ;  flf- 
teen  years'  successful  experience.  PW-55, 
Electric  Railway  Journal,  Tenth  Ave.  at 
36th  St.,   New  York. 


SUPERINTENDENT,  fifteen  years'  experi- 
ence in  city,  interurban  a,nd  bus  trans- 
portation in  foreign  countries  and  United 
States  ;  can  speak  Spanish.  PW-68,  Elec- 
tric Railway  Journal,  Tei)th  Avenue  at 
36th  St.,  New  York. 


SUPERINTENDENT  equipment,  M.  M. 
efBclency ;  work  unit  cost  production 
appointment  wanted :  highest  personal 
references ;  25  years'  exflerience  steam 
electric,  stores :  wide  bus  experience  in 
London  and  U.  S.  A.  and  public  relations  ; 
willing  to  go  anywhere.  PW-70,  Electric 
Railway  Journal,  Tenth  Ave.  at  36th  St., 
New  York. 


SUPERINTENDENT  of  transportation, 
ten  years'  experience  in  high  speed  in- 
terurban and  city  operation,  desires  po- 
sition in  the  South.  Best  of  references. 
PW-72,  Electric  Railway  Journal,  Tenth 
Ave.   at  36th  St.,  New  York. 


WANTED 


MOTOR 


1 — Westingrhouse  68  or  68C  Motor,  railway 
lyi>e,  500  volts.  Will  consider  arma- 
ture. Only  auote  price  and  point  of 
delivery. 

W-73,  Electric  Railway  Journal 
883    Mission    St.,    San    Francisco.    Cal. 


IIIMIMMIIIIIIMIMIIMIIIMIIIMIIIIII IMIMIIIIHlllMtlMIIIIMIIIIIIIIirtll Ill 

While  they  last 

BIRNEY  CARS 

Deferred  payment  plan — Pay  out  of  earnings.     Will  exchange   for 
your  old  equipment 


29— OVERHAULED   NEWLY   PAINTED,   complete   and 
ready  to   run,  Whs-508   Motors,   K-63   Controllers,   Brill 

79-E  Trucks,  DH-16  Compressors.     Price  each 

F.O.B.  Cars  New  York  City 
23 — Good    operating    condition,    complete    and    ready    to    run, 
GE-258    Motors,    K-63    Controllers,    Brill    79-E   Trucks, 

CP-27  Compressors.     Price  each 

F.O.B.  Cars  New  York  City 
1 1 — Good    operating    condition,    complete    and    ready    to    run, 
GE-264    Motors,    K-63    Controllers,    Brill    79-E    Trucks, 

CP-27  Compressors.     Price  each 

F.O.B.  Cars  New  York  City 

Extra  Motors,  Trucks,  Compressors,  Controllers,  etc. 

Transit  Equipment  Company 

Cars — Motors 
501  Fifth  Avenue,  New  York 


$1500 


1000 


1500 


I    i 


.-.niiiiiMMiiiitiiii 

SIIIIMMMIIIMIIItlllllltlltllMltlllllllllll 

I  FOR    SALE 

=     Following  Peter  Smith  Heaters  In  good  op 
:     eratiiiR   condition ; 
i     36 — No.  2  Smith  Heaters. 
I     16 — Type  "A"  Smith  Heaters. 
6 — ^Type   "C"  Smith  Heaters. 
1 — ^Type  "CC-a"  Smith  Heaters. 
The  Mllwankee  Blectric  By.  St  Lt.  Co., 
Public  Service  Building,   Milwaukee.  Wise. 


llllllllilllMllllllilllll lllillllltllMltlMIHMM.M IIIIIIIIMtMllllMI«<lll<llllllllllll«UC 


FOB  SALE  : 

15  BIRNEY  SAFETY  CARS  | 

BrUl  BniU  i 

West.   BOS  or  G.  E.  264  Motors  | 

Cars  Complete — Low  Price — Fine  Condition  | 

ELECTRIC  EQUIPMENT  CO.  | 

Commonwealth   Bide.,    Philadelphia,    Pa.  i 


We  buy  entire 
Railways  and 
Power  Plants 


H.  E.  SALZBERG 
COMPANY,  Inc. 

225  Broadway        New  York  City 


We  sell 

Street  Railway 

and  Power 

equipment 


IIIIIHtlllUIIIIIIIIMUIIIUIMIII 


■  IlilllllllllMMIIilMIMIIMMIH: 
MIIIIIMIIII-* )•■> 


Don^t  Say,  ^7t  isn^t  worth  anything 


yy 


THAT  surplus  Used  Equipment  you  have  lying  around  the  shop  or  yard  can  be 
turned  into  cash!  The  fact  that  it  is  of  no  further  value  to  you  doesn't  mean  it 
isn't  of  value  to  somebody  else.  There's  alvyays  a  market  for  used  equipment. 
Reach  the  greatest  number  of  prospective  buyers  for  the  surplus  equipment  you  have, 
at  a  minimum  cost,  thru  an  advertisement  in  the — 

SEARCHLIGHT  SECTION 


38 


ELECTRIC  RAILWAY  JOURNAL 


December  31, 1927 


AdTertUtnc.  Street  Car 
Collier.  Inc..  Barron  Q. 

Air    BcskM 

Oeneral  Electric  Co. 
WeatlnEbouH  Air  Brake  Co. 

&nehort,  Gnr 
Elec.  Serrlce  Supplies  Co. 
General  Electric  Co. 
Ohio   Brass  Co. 
WeatinKboase  E.  &  IC.  Co. 
Appraisals 
American  Appraisal  Co. 

Armacnre  Shop  Tools 
Columbia   Machine    Works 
Elec.    Service   Supplies    Co. 

Antoraatlo  Betom   Switch 
Standi 
Kamapo  Alaz  Corp. 

Antomatle  Satetr  Switch 

Standi 
Kamapo  A]  ax  Corp. 

Axles 
Bemla  Car  Truck  Co. 
Bethlehem   Steel   Co. 
Brill  Co..  The  J.  O. 
Carnerle  Steel  Co. 
Cincinnati   Car  Co. 
St.  Louis  Car  Co. 
Standard  Steel  Works 
Westinshouse  E.  &  U.   Co. 

Babblttlnf  Devices 
Columbia    Machine    Works 
*  M.  I.  Co. 
Babbit  Metal 

National  Bearing  Metals 
Corp. 

Badges  and  Buttons 

Blec     Service    Supplies    Co. 
International    BoKister    Co 

Batteries,    Dry 

Nicbols-Untern  Co. 

Bearlnca  and  Bcarlnc  Hetals 

BemiB   Car   Truck   Co. 
Brill  Co.,   The  J.  Q. 
Cincinnati  Car  Co. 
Columbia  Machine  Works  ft 

M.  I.  Co. 
National  Bearing  Metal 

Corp. 

St.  Louis  Car  Co. 
WestinKhouse  E.  &  M.  Co. 
BearlnKS.    Center   and   Boiler 

Side 
Cincinnati  Car  Co. 
Columbia   Machine    Works 
StOClU  Co..  A. 
BeOs  and  Buzzers 
Consolidated    Car  Heatlns 

Co. 
BsDs  and  Oonss 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Columbia  Machine  Works  * 

H.  I.  Co. 
Elec.  Service  Supplies  Co. 
St.  Louts  Car  Co. 

Benders.    Ball 
Bailwar    Trackwork    Co. 

Body   Material.   Haskellt^ 
Plymetl 
Eetekelite  Mfg.  Corp. 

Bodies.    Bus 

Brill  Co..  The  J.  G 
Cumminers  Car  &  Coach  Co. 
St.  Louis  Car  Co. 

Boilers 
Babcock  &  Wilcox  Co. 

Bond    Testers 
A.merlcan  Steel  &  Wlr«  Co. 
Blectric  Service  Supplies  Co. 

BondlnK     Apparatus 
American  Steel  &  Wire  Co. 
Elec.    Service    SnppMes   Ca 
Ohio  Brass  Co. 
Railway   Trackwork   Co. 
Una  Welding  &  Bondinr  Ca 

Bonds.    Rail 

American  Steel  A  Wire  Co. 
Elec.  Service   S'upplles  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Railway    Trackwork    Co. 
Dna  Weldln?  A  Bondlnsr  Co. 
Westintrhouse  E    A  M.  Co. 

Bnwkels  and  Crass  Anns 
(See  also  Poles,  lies. 
Posts,  ete.) 

Bates   Expanded   Steel 
Truss  Co. 

Columbia   Machine    Works 

Elec.   Ry.    Equipment   Co. 

Blec.  Service  Supplies  Co. 

General  Electric  Co. 

Hubbard  &  Co. 

Ohio  Brass  Co. 

Brake  Ad]nsten 

Brill  Co..  The  J.  fl 
Cincinnati  Car  Co. 
National  Ry.  Appllanes  Co. 
7ratinKhou8e  Tr.  Br.  Ca. 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric  Railway  Industry 
with  Names  of  Manufacturers  and  Distributors  Advertising   in  this   Issue 


Brake  Shoes 

Bemis    Car   Truck   Co. 

BriU   Co..  The  J.  G. 

St.  Louis  Car  Co. 

Taylor  Electric  Truck  Co. 
Brake  Testers 

National  By.  Appliance  Co. 
Brakes,    Brake   Systems    and 
Brake  Farts 

Bemis  Car  Truck  Co 

Brill  Co..  The  J.  Q. 

Cincinnati  Car  Co. 

Columbia    Machine     Works 
A  M.  I.  Co. 

General   Electric  Co. 

National    Brake   Co. 

Safety  Car  Devices  Co. 

St.  Louis  Car  Co. 

Westintrhouse   Tr.    Br.   Co. 
Brakes,  Hacnetle  Ball 

Cincinnati  Car  Co. 

Brushes.    Carbon 

General   Electric  Co 

Westinshouse  E.  A  H.  Co. 
Brushholden 

Columbia  Machine  Works 

General  Electric  Co. 
Bulkheads 

Haskelite  Mfg.  Corp. 
Bunkers.  Coal 

American  Bridge  Co. 
Buses 

Cummings  Car  A  Coach  Co. 

General  Electric  Co. 

Studehaker  Corp.   of 
Amerif'a 

Twin  Coa^h  Corp. 

Yellow  Truck  A  Coach  Co. 
Bus  Llghtlnc 

National  Ry.  Appliance  Co. 
Bnihlncs.    Case    Hardened 
and   Manganese 

Bemis  Car  Truck  Co. 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 

Columbia     Machine    Works 

St.  Louis  Car  Co. 
Cables     (See    Wires    and 

Cables) 
Cambric    Tapes,   Tellow   and 
Black    Tamlih 

General  Electric  Co. 

Irvington    Varnish    A    Ins. 
Co. 
Carbon   Brushes    (See 

Brushes,    Carbon) 
Car   Lighting   Fixtures 

Elec.  Service  Supplies  Co. 
Car   Panel   Safety   Switches 

Consolidated    Car    Heating 
Co. 

Westinghouse  B.  A  M.  (}o. 
Car  Steps,  Safety 

Cincinnati  Car  Co. 
Car  Wheels.  Rolled  Steel 

Bethlehem  Steel  Co. 

Cars.  Dump 
Brill    Co..    The    J.    O. 
Differential    Steel    Car    Co. 
St.  Louis  Car  Co. 

Cars,  Oas-Eleetrle 

Brill  Co..   The  J.  O. 

General  Electric  Co. 

Westinghouse  E.  A  M.  (te. 
Cars,  Gas,  Rail 

Brill  Co..  The  J.  G. 

St.  Louis  Car  Co. 

Cars,    Passenger,    Freight. 
Express,  etc. 
American  Car  Co. 
Brill  Co..   The  J.  G. 
Cincinnati   Car  Co. 
Cummings  Car  A  Coach  Co. 
Kuhlman  Car  Co..  Q.  C. 
St.  Louis  Car  Co. 
Thomas  Car  Works.  Perley 
A. 

Wason  Mfg.  Co. 
Cars,  Second  Hand 

Electric  Equipment  Co. 
Cars,    Self-Propelled 

Brill   Co.,    The  J.   G. 
Castings,   Brass   Composition 
or  Copper 
Cincinnati  Car  Co. 
Columbia  Machine  Works  A 

M.  I.  Co. 
National  Bearing  Metals 

Corp. 
Castings,    Gray    Iron    aid 

Steel 
American  Bridge  Co. 
Bemis  Car  Truck  Co. 
Columbia  Machine  Works  A 

M.  I.  Co. 
St.  Louis  Car  Co. 
Standard  Steel  Works 


Castings,  Malleable   A   Brass 

Bemis    Car   Truck   Co. 
Columbia  Machine  Works  A 

M.  1.  Co. 
St.  Louis  Car  (^. 

Catchers   and   RetrleTers, 
Trolley 

Elec.    Service    Supplies    C!o. 
Ohio  Brass  Co. 
Wood  Co..  Chas    N. 

Catenary    Construction 

Archbold-Brady    C^. 

Ceiling    Car 

Haskelite  Mfg.   Corp. 

Ceilings  Plywood  Panels 

Haskelite  Mfg.   Corp. 

Change  Carriers 

Cleveland    Fare    Box    Co. 
Electric  Service  Supplies  Co. 

Change  Trays 

Cincinnati  Car  Co. 

Clronlt-Breakers 

General   Electric  Co. 

Westinghouse  E.  A  M.  Co. 
Clamps    and    Connectors    f^ 
Wires    and    Cables 

Columbia  Machine  Works 

Blec.    Ry.    Equipment    (To. 

Elec.    Service    Supplies    Co. 

Hubbard  A  0>. 

Ohio  Brass  Co. 

Westinghouse  E.  A  M.  Co. 
Cleaners 

Oalute  Products.   Inc. 

Cleaners  and  Serapers  Trade 
(See      also      Snow-Piows, 
Sweepers  and  Brooms) 
Brill  Co..  The  J.  G. 
Cincinnati    Car    Co. 
St.  Louis  Car  Co. 
Long  Mfg.   (^. 

(toll  Banding  and  Winding 

Machines 
Columbia  Machine  Works  A 

M.  I.  Co. 
Elec.    Service    Supplies    (3o. 
Westinghouse  E.   A  M.   Co, 

Colls,  Armature  and  Field 
Columbia  Machine  Works  A 
M.  I.  Co. 

General   Electric  Co. 
Westinghouse  E.  A  M.  (k>. 

Colls.   Choke  and   Kicking 

Elec.  Setyvice   Supplies  Co. 
(Seneral    Electric  (3o. 
Westinghouse  BAM.  Co. 

Coin   (dangers 

Johnson  Fare  Box  Co. 

Coin    Counting    Machines 

Cleveland    Fare    Box    Co. 
International   Register   Co. 
Johnson  Fare  Box  Co. 

Ooln    Sorting    Machines 
Cleveland    Fare   Box    Co. 
Johnson  Fare  Box  Co. 

Coin  Wrappers 
Cleveland    Fare   Box   (3o. 

Commutator   Blotters 

Columbia    Machine    Works 
Elec.    Service    Supplies    Co. 
Westinghouse  E.  A  M.  (^. 
Wood  Co..  Chas.  N. 

Commntalnrs  or  Farts 
Columbia  Machine  Works  A 
M.  I.  Co. 

(General  Electric  Co. 
Westinghouse  E.  A  M.  Co. 

Compressors.    Air 

General  Electric  C!o. 
Westinghouse  Tr.  Br.  Co. 

Condensers 

(3eneral  Electric  Co. 
Westinghouse  B.  A  H.  Co. 

Condenser  Papers 
Irvington    Varnish   A   Ins. 
Co. 

Connectors,    Solderless 
Westinghouse  E.  A  M.  Co. 

Connectors,  Trailer  Car 

Columbia  Machine    Works 
Consolidated  Car   Heating 

Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Controllers    or    Parts 
Columbia  Machine  Works  A 

M.  I.  C!o. 
(General  Electric  C^. 
Westinghouse  E.  A  IC.  Co. 


(k>ntn>ller     Regulators 

Elec.  Service  Supplies  Co. 
Controlling    Systems 

(reneral    Electric   Co. 

Westinghouse  E.  A  M.  Co, 
Converters.   Rotary 

(Jeneral    Electric   (3o. 

Westinghouse  E.  A  M.  Co. 
Copper  Wire 

American    Brass   Co 

American  Steel  A  wire  Co. 

Anaconda    Copper    Mining 
Co 
Copper      Wire      Instruments, 
Measuring,      Testing      and 
Recording 

American    Brass  Co. 

Anaconda  (X>pper  Milling  Co. 
(^rd.   Bell,   Trolley,   Register 

American  Steel  A  Wire  (V>. 

Brill   Co..  The  J.  G. 

Elec.  Service  Sut>plies  Co. 

International  Register  Co. 

Roebling's  Sons  Co.,  John  A. 

St.  Louis  Car  Co. 

Samson  Cordage  Works 

Cord   Connectors   and 

Couplers 
Elec.  Service  Supplies  (3o. 
Samson  Cordage  Works 
Wood  Co..  Chas.  N. 
Couplers.  Car 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
St.  Louis  Car  Co. 
Ohio   Brass  (jo. 
Westinghouse  Traction 

Brake  Co. 

Cowl    Ventilators 
Nicbols-Llntern  (^. 

Cranes.  Hoists  A  Lifts 

Electric  Service  Supplies  Co 

Cross  Arms   (See  Brackets) 

Oossing  Foundations 

International  Steel  Tie  Co. 
Crossings 
Ramapo  AJax  Corp. 
Wm.  Wharton.  Jr.  A  Co. 

Oosslngs,  Frogs  A  Switehes 
Ramapo  AJax  Corp. 
Wm.  Wharton.  Jr.  A  (3o. 

Oosslngs,  Manganese 
Bethlehem  Steel  Co. 
Ramapo  Alaz  Corp. 
Wm.  Wharton.  Jr.  A  Co. 

Crossings,  Track    (See  Iraek 
Special   Work) 

Oosslngs,  Trolley 

General  Electric  Co. 

Ohio  Brass  Co. 

Westinghouse   E.  A  M.  (te. 
Culverts 

Central  Alloy   Steel  Corp. 
Curtains  A  Curtain  Fixtures 

Brill  Co..  The  J.  Q. 

St.  Louis  Car  0>. 

Cutting  Apparatus 

General  Electric  Co. 
Ohio  Brass  Co. 
Railway  Trackwork  Co. 
Una  Welding  A  Bonding  Co. 
Westinghouse    Electrical    A 

Mfg.  Co. 
Dealer's  Machinery  A  Second 

Hand   Equipment 
Electric  Equipment   Co. 
Salzberg.  Inc..  H.  E. 
Derailing   Devices    (See   also 

Track  Work) 

Derailing  Switehes 
Ramapo  AJax  (jorp. 

Destination  Signs 
Columbia  Machine  Works  A 
M.  I.  Co. 

Elec.  Service  Supplies  Co. 

Detective  Service 

Wish-Service.  P.  Edward 

Door  Operating  Devlees 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Consolidated  Car  Beating  Co. 
National  Pneumatic  Co. 
Safety  Car  Devices  Co. 

Doors  A  Door  Fixtures 

Brill   Co..  The  J,  G. 
Cincinnati  Car  Co. 
Hale-Kilbum  Co. 
St.  Louis  C"  Co. 

Doors.  Folding  Testlbals 
National  Pneumatic  (>). 
Safety  Car  Devices  Co. 


Drills,    Track 
American  Steel  A  Wire  (X). 
Electric  Service  Applies  Cte 
Ohio  Brass  Co. 

Dryers,  Sand 
Electric  Service  Supplies  Co. 
\^tti\y  crass  Uo. 
Westinghouse  E.  A  If.  (k>. 

Ears 
Columbia    Machine    Works 
A  H.  I.  Co. 

Electric  Service  Supplies  (3o 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  A  M.  Co. 

Electric  Grinders 
Railway  Trackwork  Co. 

Electric  Rivet  Heaters 
American  Car  &  Fdry.  Co. 

Electrical   Wires  and  Cables 

Amer.  Electrical  Works. 
American  Steel  A  Wire  Co. 
John  A.  Roebling's  Sons  Co. 

Electrodes.  Carbon 
Railway  Trackwork  Co. 
Dna  Welding  A  Bonding  Co. 

Electrodes,  Steel 
Railway  Trackwork  Co. 
Una  Welding  A  Bonding  Co. 

Engineers,    Consulttng,    (}oB- 
tracting  and   Operating 

Beeler,  John    A. 
Bibbins.   J.   Rowland 
Day    A    Zimmermann.    Inc. 
Falle  A  C;o..  E.  H. 
Ford.  Bacon  A  Davis 
Hemphill   A  Wells 
Hoist.  Engelhardt  W. 
Jackson.    Walter 
Kelker  A  DeLeuw 
McClellan  A  Junkersfeld 
McGovern.  Halsey 
Blchey.  Albert  S. 
Sanderson  A  Porter 
Stevens  A  Wood 
Stone  A  Webster  Co. 
White  Eng.  Ckirp..  The  J.  •. 

■kxlnes,  Oas,  Oil  or  Bteaa 
Westinghouse  E.   A  M.  Oo. 

Exterior  Side  Panels 
Haskelite  Mfg.   Corp. 

Fare  Boxes 

Cleveland  Fare  Box  Oo, 
Johnson  Fare  Box  Co. 
Percy  Mfg.  Co. 

Fare  Registers 

Electric  Service  Supplies  Oo. 
Johnson  Fare  Box  Co. 

Fences,  Woven  Wire  A  Fens* 
Posts 
American  Steel  A  Wire  Co. 

Fenders  and  Whed  (Jtmrds 

Brill  Co..   The  J.  G. 
Cincinnati  Car  Co. 
Consolidated  Car  Fender  Oo. 
St.  Louis  Car  (^. 
Star  Brass  Works 
Wood  Co..  Chas.  N. 

Fibre  and  Fibre  Tubing 
Westinghouse  B.  A  U.  Go. 

Field  CoUs  (See  OoUs) 

Floodlights 
Electric  Service  Supplies  Oo 
General  Electric  Co. 

Floor,  Sub 

Haskelite  Mfg.  Corp. 

Floors 
Haskelite  Mfg.  Corp. 

Forglngs 

Brill  Co..  The  J.  O. 
Cincinnati  Car  Co. 
Standard  Steel  Works 

Frogs  A  Crossings,  Tee  Ball 

Bethlehem  Steel  Co. 
Ramapo  Ajax  Corp. 
Wm.  Wharton.  Jr.  A  Co. 

Frogs,     Track      (See     Tnek 
Work) 

Frogs.   Trolley 
Electric  Service  Suppllei  Oo. 
Genera!  Electric  Co. 
Ohio  Brass  Co. 
Westioehouse  E.  A  H.  Co. 

Fuses  and  Fuse  Boxes 
Columbia  Machine  Works  * 

M.  I.  (Jo. 
Consolidated  Car  Heating  Oo. 
(Jeneral  Electric  Co. 
Westinghouse  E.  A  M.  Co 

Gas  Electric  Drive  for  Buses 

General  Electric  Co. 

Gaskets 
Westinghouse  Tr.  Br.  (}o. 

(Continued  on  page  40) 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


39 


aiilililillllililiiliiiiiiiiiliiiiiiiiiuiiiiiiiilliiiiiiiuiiiimiiniiiliiliiiiiiiiiiiuiiiilliiiiiiiiiiiiiiiiillliiiiiuiiiimiillliiiitiiiiiiiiiiiiiuiiiiiii|     ^iiimiiiiiiiiimiiiiiuii iiiiiuiuiiiiuiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiimiiiiiiiniiiiiiiuiiiiiiiiiiiiiwuHiiiMMM 

"The  Standard  for  Rubber  Insulation" 

INSULATED  WIRES 
and  CABLES 

"Okonite,""Manson,"  and  Dundee  "A"  "B"  Tapes 

Send  jar  Handbook 

The  Okonite  Company 

The  Okonite-Callender  Cable  Company,  Inc. 

Factories,  Passaic,  N.  J.  PaterS)n,  N,  J. 

Sttlet   OlUcte:     Naw  Tork     Chicago     Pittaborrta     St.  Looli    Atlanta 
Birminrbam     San  Francisco     Los  Anceles     Seattle 
Pettlngell-Andrewi    Co.,    Botton.    Man. 
r.  D.  Liwrenci  Eliictrlc  Co..  CllMlnnsU.  O. 
Norelty  Electric  Co.,  Phllt..  Pi. 
=  C«i.   Re^.;   EnKlneeriog   Mtteriili  Zjlmlted.   Montreal. 

=  CH^an  Rep.:   Victor  O.    Mendosa   Co.,   Haraaa. 

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Arc  Weld 
Rail  Bonds 

AND  ALL  OTHER  TYPES 

Descriptive  Catalogue  Furnished 

American  Steel  8C  Wire  Company 


=     New  York 

Bos  too 

PtlUbui-ffb     = 

s     Chicago 

Clereland 

Denrer            ~ 

s 

U.  S.   Ste«l  Producti  Co 

i 

1     Ban  rnneltco 

Loa  Anselei                          Portland 

SeatUe      1 

NORTHERN 


BELL 

CEDAR  POLES- 


WESTERN 


BUTT  TREATING 
ALL  GRADES 


TIES 


BELL    LUMBER   CO.,  Minneapolis,  Minn. 


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/\  Rod,  Wire  and  Cable  Products 

ANA)C0NDA  anaconda COPPERMINING  COMPANY 

ftom m««t^«^um.,       .j-j^g    AMERICAN    BRASS    COMPANY 

""'^"^  General  Offices    -    -    25  Broadway,  New  York 

ANACONDA  TROLLEY  WIRE 


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Efficient  Bus  Heating  | 

with  I 

The  N-L  Venti-Duct  Heater 

THE  NICHOLS-LINTERN  CO.  f 

7960  Lorain  Ave.  Qeveland,  Ohio  | 

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Repetition 


ts 
Reputation 


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I  SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD      I 


Trade  Mark  Beg.  U.  S.  Pat.  Off. 

=     Made  of  extra  quality   stock   firmly   braided  and  Bmoothly  flnlahed  I 

=  Carefully    Inspected    and    guaranteed    free   from    flaws.  I 

E  Samples    and    information    fladly    sent.  5 

I         SAMSON  CORDAGE  WORKS,  BOSTON,  MASS.         I 

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ELRECO  TUBULAR  POLES 


t    CMAMTCRED   JOINT 


COMBINE 


I    Lowest  Cost 

I    Least  Maintenance 


Lightest  Weight 
Greatest  Adaptability 


I  CataloK  complete  with  en^lneerlnf  data  sent  on  reaneat. 

I  ELECTRIC  RAILWAY  EQUIPMENT  CO. 

I  CINCINNATI,  OHIO 

I  New  York  City,  30  Cburch  Street 

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AMELECTRIC  PRODUCTS 
BARE  COPPER  WIRE  AND  CABLE 


TROLLEY  WIRE 


WEATHERPROOF  WIRE 
AND  CABLE 


=    Ber.  n.  S.  Pat.  Office 


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I  NADGLE  POLES  1 1 

§     WESTERN  £  NORTHEDMcFn^ 


NAUGJLE  POLE  ^  TIE  CO, 

59  E.  MADISON  ST.    CHICAGO  ILL. 

Sea'Yorh-  Columhiis  ■  Kansas  Cilv  ■  Saohanc  ■  l'<7,i,  qi/iv.-.«o</d,. 


PAPER  INSULATED 
UNDERGROUND  CABLE 


MAGNET  WIRE 

AMERICAN  ELECTRICAL  WORKS 
PHILLIPSDALE,  R.  I. 


Ctilcaso,    20-32    Welt   Randolpb   Street. 
Cincinnati.   Traction  Bide:   New  Tork.    lOO   E.    42nd 


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ELECTRICAL  WIRES  and  CABLES 
JoTinA.Roebling's  Sons  Co..  Trenton. N.J. 


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Gets  Every  Fare 

PEREY  TURNSTILES 
or  PASSIMETERS 

Dm  them  In  jom  PrepaTment  Area*  aD4 
Street  Cars 

Perey  Manufacturing  Co.,  Inc. 

101  Park  ATenne,  New  Tork  a«7 


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ELECTRIC  RAILWAY  JOURNAL 


December  31, 192/ 


Ow  Prodaem 

WMtinrhonM  B.  *  K.  Oo. 
OatM,  Car 

BriU  Co..  The  J.  O. 
CindnDatl  Car  Co. 
St.  Louis  Car  Co. 

Oew  Blanka 
Brtll  Co..  The  J.  Q. 
Standara  Steel  Woru 

Gear   Cases 

ChllliDKworth  Htg.  Co. 

Columbia  Machine  Work*  A 
M.  I.  Co. 

Electric  Service  Supplies  Co 

WestiDghouse  E.  &  M.  Co. 
Gears  and  Pinions 

Bemis  Car  Truck  Co. 

Columbia  Machine  Works  * 
U.  I.  Co. 

Electric  Service  Supplies  Co. 

General  Electric  Co. 

Kat'l  Ry.,  Appliance  Co. 

E.  D.  Nuttall  Co. 

Tool   Steel    Oear   &   Pinion 

Co. 
Generators 

General  Electric  Co. 

WestlBchouse  E.  ft  U.  Co. 
Girder  Ralls 

Bethlehem  Steel  Co. 

Lorain  Steel  Co. 
Oones  (See  Bells  and  Goncs) 
Qreases    (See  Labrleants) 

Grinders.  Portable 

Ballwa;  Trackwork  O). 
Grinders.  Portable  Eleetrie 

Railway  Trackwork  Co. 
Grlndinc   Bricks  and   Wheels 

Railway  Trackwork  Ck). 

Saard  BaU  Oamps 

Bamapo    Aiax    Corp. 

Guard  Rails,  Tee  KaU  * 
Mancanese 
Ramapo   Ajax  Corp. 
Wm.  Wharton.  Jr.  ft  Co. 

Guards,  Trolley 
Elec.  Service  Supplies  Co. 
Ohio    Brass    Co. 

Harps,  Trolley 

0>lumbia  Machine  Works 
Elec.   Service   Supplies   C!o. 
National  Bearing  Metals 

(Sorp. 
B.  D.  Nuttall  Co. 
Star  Brass  Works 

Beadllshts 

Elec.   Service  Supplies  <3o. 
General    Electric    Co. 
Ohio   Brass  Co. 
St.  Louis  Car  Co. 

Headlining 

(k)lumbia  Machine  Works  ft 
M.  I.  Co. 

Haskelite  Mfg.   Corp. 

Heaters.  Bus 
Nichols-Lintern  Co. 

Beaters,   Car    (Electric) 

Consolidated  C!ar  Heating  Co. 

Gold  Car  Heal,  ft  Ltg.  Co. 

Railway  Utility  Co. 

Smith   Heater  Co.,   Peter 
Heaters,  Car,  Hot  Air  and 
Water 

Smith  Heater  Co.,  Peter 
Heaters,   Car   Stove 

Smith  Heater  Co..  Peter 
Heaters.    Electric    Rivet 

American  Car  &  Fdry.  Co. 
Helmets,  Welding 

Railway   Trackwork   Co. 

Una  Welding  &  Bonding  Oo. 

Hoists  &   Lifts 
Columbia  Machine  Works  & 
H.  I.  Co. 
Hose.    Bridges 
Ohio   Brass  Co. 
Hose.  Pneumatic 
Wcstlnghouse    Traction 
Brake  Co. 
Instraments,     Bleasorlng. 
Testing   and   Recording 
American  Steel  ft  Wire  Co. 
General    Electric    Co. 
National  By.  Appliance  Co. 
Westinghouse  E.  ft  M.  Co. 
Insnlatlng  Cloth,   Paper   and 
Tape 
General  Electric  Co. 
Irvington  Varnish  ft  Ins. 

Co. 
Okonite  Co. 

Okonlte-Callender  Cable  Co. 
Westinfhouse  E.  &  M.  Co. 
bsalatlng  Bilk 
Irvinrton  Vamlah  ft  Ins. 
Co. 
bevlatlng  Vamlshee 
Irvington  Varnish  ft  In*. 
Co 
Insolation   (See  also  Paints) 
Electric  Ry.  Equipment  Co. 
Elec.   Service   Supplies  Co. 
Irvington  Varnish  ft  Ins. 
Co. 


Okonite  Co. 

Okonlte-Callender  Cable  <3o. 
Westinghouse  E.  ft  M.  Co. 

Insulation  Slots 
Irvington  Varnish  ft  Ins. 
Co. 
Insulator  Pins 

Elec.  Service  Supplies  Co. 
Hubbard    &    Co. 
Ohio   Brass  Co. 

insulators   (See  also  Line 

Materials) 
Elec.   Ry.   Equipment  (^. 
Elec.   Service  Supplies  Co. 
General   Electric  Co. 
Irvington  Varnish  ft  Ins. 

Co. 
Ohio  Brass  Co. 
Westinghouse  B.  ft  It.  Co. 

Interior  Side   Linings 
Haskelite  Mlg.   Corp. 

Jacks   (See  also  Cranes. 
Hoists   and    Lifts) 
Columbia  Machine  Works  ft 

M.  I.  Co. 
Elec.   Service  Supplies  Co. 

Jolnta.  BaU 

(See  BaU  iolnU) 
Jonmal  Boxes 

Bemis  Car  Truck  Co. 
Brill   Co..   The   J.   O. 

C^lncinnatl  Car  Co. 

St.  Louis  Car  Co. 
Lamp  Goards  and  Fixtures 
Elec.   Service   Supplies  Co. 
Westinghouse  E.  ft  M.  Co. 

Lamps.    Are   ft    Incandescent 
(See  3lso  Headlights) 

General    Electric   Co. 
Westtnghous*  E.  ft  M.  (^. 

Lamps.  Signal  and  Marker 
Elec.  Service   Supplies  (To. 
Nlcbols-Llntem  Co. 

Lanterns,  Classtfleatlon 

Nichols-Lintern  Co. 

Letter    Boards 
Cincinnati  Car  (te. 
Haskelite  Mfg.   Corp. 

Lighting  Flxtnres.  Interior 

Electric  Service  Supplies 
Co. 

Lightning  Protection 

Elec.   Service   Supplies  Co. 
(icneral   Electric   Co. 
Westinghouse  E.  ft  M.  Co. 

Line  Material  (See  also 
Brackets,  Insulators, 
Wires,   etc.) 

Archbold-Brady  Co. 

Electric  By.  Equipment  Co. 

Elec.   Service  Supplies  Co. 

General  Electric  Co. 

Hubbard    &   Co. 

National  Bearing  Metals 
Corp. 

Ohio   Brass  Co. 

Westinghouse  E.  ft  M.  (Jo. 

Lorking  Spring  Boxes 
Wm.  Wharton.  Jr.  ft  Co. 

Locomotives,    Electric 

(Mncinnati  Car  Co. 
Cummings  Car  &  Coach  Co. 
General   Electric  Co. 
St.  Louis  Car  Co. 
Westinghouse  E.  &  M.  Ck). 

Lubricating  Engineers 

Universal    Lubricating   Co. 
Lnbricnnts,  Oil  and  Grease 

Universal   Lubricating   Ck). 

Manganese  Parts 
Bemis  Car  Truck  Co. 

Manganese  Steel  Gnard  Balls 
Ramapo   Ajax  (k}rp. 
Wm.  Wharton  Jr.  A  (3o. 

Manganese     Steel,    Special 
Track   Work 

Bethlehem   Steel  Co. 

Wm.  Wharton.  Jr.  ft  Co. 
Manganese  Steel  Switches. 
Frogs   and   Crossings 

Bethlehem   Steel   Co. 

Ramapo   Ajax  Corp. 

Wm.  Wharton.  Jr.  A  Co. 
Meters  ( See  Instrnments) 
Mirrors.  Inside  ft  Ontslde 

Cincinnati  Car  Co. 
Motor  Bases    (See  Buses) 
Motors,  Electric 

General    Electric   Co. 

Westinghouse  E.  ft  M.  Co. 
Motor.  Generators  ft  Controls 
for  Electrlo  Bases 

(General  Electric  Co. 

Motorman's  Seats 
Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Elec.   Service   Supplies  Co. 
St.  Louis  Car  Co. 
Wood   Co..   Chas.   M. 

Nuts  and  Bolt* 
Bemis  Car  Truck  Oo. 


(Cincinnati  Car  Co. 

Hubbard  ft  Co. 
Oils    (See  LnbrlcanU) 

Omnibuses    (See  Bases) 
Oxy-Acetylene    (See  Cutting 

Apparatus) 
Oxygen 

International  Oxygen  Co. 
Packing 

Westinghouse  Traction 
Brake   Co. 
Paints    and    Varnishes 
(insulating) 

Elec.  Service  Supplies  (^. 

Irvington  Varnish  &  Ins. 
Co. 

Paints  ft  Varnishes,  Railway 

National  Ry.  Appliance  Co. 
Panels,  Outside,  Inside 

Haskelite  Mfg.   Corp. 
Pickap,    Trolley   Wire 

Elec.    Service    Supplies   Co. 

Ohio  Brass  Co. 
PinkoD  PuUers 

Elec.  Service  Supplies  Co. 

Wood    Co..    Chas.    N. 

Pinions    (See   Gears) 
Pins,   Case   Hardened,   Wood 
and    Iron 

Ohio  Brass  Co. 

Westinghouse  Traction 

Brake  Co. 
Pipe  Fittings 

Standard   Steel   Works 

Westinghouse  Tr.  Brake  Co. 
Planers  (See  Machine  Tools) 
Plates  for  Tee  Rail  Switches 

Ramapo   Ajax  Corp. 
Pliers,  Rubber  Insulated 

Elec.   Service  Supplies  Co. 

Plywood    Roofs.   HeadUnlngs. 

Floors.    Interior    Panels, 

Bulkheads,    Truss    Planks 

Haskelite   Mfg.  Corp. 
Pole  Line   Hardware 

Bethlehem   Steel    Co. 

Elec.   Service   Supplies  Co. 

General  Electric  Co. 
_  Ohio   Brass  Co. 
Pole    Reinforcing 

Hubbard  ft  Co. 
Poles,    Metal   Street 

Bates  Expanded  Steel 
Truss  Co. 

Elec.   Ry.  Equipment  Co. 

Hubbard  A  Co. 
Poles,   Ties,   Posts.   Piling  ft 
Lumber 

B'ell  Lumber  Co. 

International  Creosoting  Co. 

Nauele  Pole  A  Tie  (3o. 

J.  F.  Prettyman  ft  Son 
Poles  and  Ties.  Treated 

B'ell   Lumber  Co. 

International  Creosoting  Co. 

J.  F.  Prettyman  &  Son 
Poles.  Trolley 

Klec.  Service  Supplies  Co. 

E.  D.  Nuttall  Co. 

Poles.  Tubular  Steel 
Elec.  Ry.   Equipment  <3o. 
Elec.  Service  Supplies  <^). 

Portable   Grinders 
Railway  Trackwork  Co. 

Potheads 

Okonite    Co. 

Okonlte-Callender  Cable  Co.. 
Inc. 

Power    Saving    Devices 

National  Ry.  Appliance  Co. 

Pressings.  Special  Steel 

Cincinnati  Car  Co. 

Pressure  Regulators 

General    Electric    Co. 
Westinghouse  E.  A  M.  (3o. 
Westinghouse     Traction 
Brake  Co. 

Punches,  Ticket 

International    Register   Co. 
Wood  Co..   Chas.   N. 

Rail    Braces    and    Fastenings 

Ramapo   Ajax  Corp. 

RaU  Grinders  (See  Grinders) 

Rail   Joints 
Carnegie  Steel  Co. 
Ball  Joint  Co. 

Rail  Joints,  Welded 

Lorain  Steel  Co. 

RaU   Welding 

Railway  Trackwork  Co. 
Una  Welding  A  Bonding  Co. 

Ralls,  Steel 
Carnegie  Steel  Co. 

Railway  Safety  Switches 
Consolidated  Car  Heating 

Co. 
Westinghouse  E.   ft  M.  Co. 

Rattan 

Brill   Co..   The   J.   G. 
Cummings  Car  &  Coach  Co. 
Elec.   Service  Supplies  Co. 
Hale-Kilbum  Co. 
St.  Loul*  Car  Co. 


Beglsters  and   Fitting* 

Brill  Co..  The  J.  G. 

(^cinnati  Car  Co. 

Elec.   Service  Supplies  (3o. 

International    Register    Co. 

St.  Louis  Car  (^. 
Belnforcement,   Concrete 

American  Steel  ft  Wire  Co. 

Bethlehem    Steel   Co. 

Carnegie  Steel  Co. 
Bepair  Shop  Appliances  (See 
also    Coll    Banding   and 
Winding   Machines) 

Elec.   Service  Supplies  Co. 
Bepair  Work    (See  also 
Coils) 

Westinghouse  E.  ft  M.  Co. 
Replacers,   Car 

Ciinclnnatl  Car  Co. 

Elec.  Service  Supplies  Co. 
Resistances 

Consolidated  Car  Heating 
Co. 

General  Electric  (^. 
Resistance,  Wire  and  Tube 

Westinghouse  E.  ft  M.  Co. 
Retrievers,  TroUey    (See 
Catchers  and  Retrievers 
TroUey) 
Rheostats 

General   Electric  (3o. 

Westinghouse  E.  ft  M.  Co. 
Rivet  Heaters,  Electric 

American  Car  &  Fdry.  Co. 
Rooflng,    Car 

Haskelite  Mfg^   Corp. 
Boofs.  Car  and  Bns 

Haskelite  Mfg.   Corp. 
Safety  Control  Devices 

Safety  Car  Devices  Co. 
Sanders.   Track 

Brill  Co.,  The  J.  G. 

Elec.   Service   SuppUe*  Co. 

Nichols-Lintern  Co. 

Ohio    Brass   Co. 

St.  Louis  Car  (Co. 

Sash  Fixtures,  Car 
Brin  Co..  The  J.  O. 
(Mndnnatl  Car  Co. 
St.  Louis  Car  Co. 

Sash.  Metal  Car  Window 
Hale-Kilbum    Co. 

Scrapers,   Track    (See   Clean- 
ers  and    Scrapers.    Track) 

Screw   Drivers,   Rubber 
Insulated 
Elec.   Service  Supplies  Co. 

Seating  Materials 
Brill    Co.,    The   J.    G. 
Haskelite  Mfg.  Corp. 
St.  Louis  Car  Co. 

.'^nts,  Bns 
Brill  Co..  The  J.  G. 
Hale-Kilbum    CX,. 
St.  Louis  Car  Co. 

Seats,  Car   (See  also  Rattan) 
Brill   Co..   The  J.    G. 

Cincinnati  Car  Co. 
Hale-Kilbum  Co. 

St.  Louis  Car  Co. 

Second  Hand  Equipment 
Electric  Equipment  Co. 
Salzberg,  Inc.,  H.  E. 

Shades,   Vestlbnle 
Brill    Co..    The   J.    G. 
Cincinnati  Car  Co. 

Shovels 
Brill  Co.,  The  J.  G. 
Hubbard   A  Co. 

Novels,   Power 
Brill  Co..  The  J.  O. 

Side  Bearings    (See  BearlngH 
Center    JCd    Side) 

Signals,   Car   Starting 
Consolidated    Car    Heating 
Co. 

Elec.  Service  Supplies  Co. 
National  Pneumatic  Co. 

Signals.   Indicating 
Nichols-Lintern  Co. 

Signal   Systems,   Block 
Elec.   Service  Supplies  Co. 
Nachod  and  United  States 

Electric   Signal   Co. 
Wood  Co..  Chaa.  N. 

Signal  Systems,  Highway 
Crossing 

Nachod  and  United  States. 

Electric  Signal   Co. 
Wood  Co..   Cbae.  N. 

Slack   Adjusters    (See   Brake 
Adjusters) 

Sleet  Wheels  and   Cotters 
Cincinnati  Car  Co. 
Columbia  Machine  Works  A 

M.  I.  Co. 
Elec.  Ry.  Equipment  Co. 
Klec.   Service  Supplies  Co. 
National  Bearing  Metals 

Corp. 
R.  D.  Nuttall  Co. 


Smokestacks,   Car 

Nichols-Lintern    Co. 
Snow    Plows 

National  Ry.  Appliance  Co 
Snow-Plows,  Sweepers  and 
Broom* 
Brill  Co.,  The  J.  G. 
Columbia  Machine  Work*  J 

M.  I.  Co. 
Consolidated  Car  Fender  Co 
Cummings  Car  A  Coach  Co 
St.  Louis  Car  Co. 
Snow  Sweeper,  Rattan 

J.   G.   Brill  Co. 
Soldering    and    Brazing 
Apparatus   (See  Welding 
Processes   and    Apparatus) 
Special    Adhesive    Papers 
Irvington  Vamish  A  Ins. 
Co. 

Special    Trackwork 

Bethlehem  Steel  Co. 

Lorain    Steel    Co. 

Wm.  Wharton.  Jr.  ft  (k). 
SpUces 

American  Steel  A  Wire  Co 
Splicing  Compounds 

Westinghouse  E.  ft  H.  Co. 
Splicing  Sleeves   (See  Clamps 

and    Connectors) 
Springs 

National  By.  AppUance  Co. 
Springs.   Car   and   Trnck 

American  Spiral  Spring  (Jo 

American  Steel  A  Wire  (3o. 

Bemis  Car  Truck  Co. 

Brill   Co..   The   J.   Q. 

Cincinnati  Car  Co. 

St.  Louis  Car  Co. 

Standard  Steel  Work* 
Sprinklers,    Track    and    Bo«4 

Brill  Co..  The  J    G. 

Cummings  Car  A  Coach  Co 

St.  Louis  Car  Co. 
Steel  and  Steel  Product* 

American  Steel  A  Win  Co. 

Carnegie  Steel  Co. 
Steps.    Car 

Brill    Co..    The    J.    O. 

Cincinnati  Car  Co. 
Stoker*.  Mechanical 

Babcock    A    Wilcox    Co. 

Westinghouse  E.  A  M.  Co. 
Stop  Signals 

Nichols-Lintern  Co. 
Storage    Batteries    (See    Bat- 
teries.  Storage) 
Strain  Insulators 

Elec.    Service    Supplies    Co. 

General  Electric  (k). 

Ohio   Brass  Co. 

Westinghouse  E.  A  M.  Oo. 
Strand 

American  Steel  ft  Wire  Oo. 

Roebline's  Sons  Co..  J.  A. 

Street   Cars    (See   Car*. 
Passenger.  Freight. 

Express) 

Cummings  Car  &  Coach  Co. 
Superheaters 
Babcock  &  Wilcox  Co. 

Sweepers,   Snow    (See   Snow 
Plows.    Sweepers    and 
Brooms) 
Switches 

General  Electric  Co. 
Switch   Stands  and   Fixtures 
Ramapo-Ajax  Corp. 
Switches,  Selector 
Nichols-Lintern  Co. 

Switches    and    Switchboards 

Consolidated  (Car  Heating 

Co. 
Elec.   Service  Supplies  Co. 
Westinghouse  E.  A  M.  Co. 

Switches,   Tee   Rail 

Ramapo-Aiax    Corp. 
Switches,  Track    (See  Track 
Special    Work 

Tampers,    Tie 

Railway  Trackwork  Co. 

Tapes  and  Cloths    (See  Inso 
latlng   Cloth,   Paper  and 
Tape) 

Tee  Ball  Special  Track  Work 
Eamapo-Ajax  Corp. 

Telephone*  and  Fart* 

Elec.  Service  Supplies  Co. 
Telephone  ft  Telegraph  Wire 
American  Steel  A  Wire  Co 
John  A.  Roeblings  Sons  Co. 

Testing  Instruments  (See 
Instrnments.  Mensnrlnc, 
Testing,  etc.) 

Thermostats 
Caosolidated  Car  Heating 

Co. 
Gold   Car   Heating   A   Light 

ing   Co. 
Railway  Utility  Co. 
Smith  Heater  Co..  Petef 

(Continued  on  page  42) 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


41 


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I             The  DIFFERENTIAL  CAR  | 

Standard  on  | 

60  Railways  for  | 

Track  Maintenance  i 

Track  Construction  | 

Ash  Disposal  = 

Coal  Hauling  § 

Concrete  Materials  | 

Waste  Handling  = 

Excavated  Materials  1 

Hauling  Cross  Ties  | 

Snow  Disposal  § 

Use  Th€9«  Labor  8aver9  I 

Differential  Crane  Car  | 

Ciark    Concrete   Breaker  = 

Differential  3-way  Auto  Truck  Body  I 

Differential   Car  Wheel   Truck  and  Tractor  | 

THE  DIFFERENTIAL  STEEL  CAR  CO.,  Findlay,  O.  | 

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Tjrpa  R-11 
DoubU  RecltUr 


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International 
Registers 

Made  in  single  and  double 
types  to  meet  requirements 
of  service.  For  hand  or  foot, 
mechanical  or  electric  opera- 
tion. Counters,  car  fittingi, 
conductors'    punches. 


The  International  Register  Co. 

19  South  Throop  Street,  Chicago,  Illinoia 


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►: 


"Bates  Poles  Outlive  the  Bond  Issues  that  Buy  Them" 

Bates  Poles  and  Structures 


Oltites 


Dande^lteel  jllrus*  Q 


General  Offices  and  Plants 
EAST  CHICAGO,  INDIANA,  U.  S.  A. 

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>NACHOD  &  UNITED  STATES 
SIGNAL  CO,  INC. 

LOUISVILLE.KY. 

BLOCK  SIGNALS 

FOR 

ELECTRIC  RAILWAYS 

HIGHWAY  CROSSING  SIGNALS 

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I    pr^T  T\  CAR  HEATING  &  LIGHTING  CO.    I 

I    VlvyJ-ily  220  36th  St.,  Brooklyn,  N.  Y.  | 

1  CTUrTDir'    UCATUDC       WITH    OPEN    COIL   OR  I 

=  Cl^tSV^  1  Kil.^    ntJAlEKI)       ENCLOSED  ELEMENTS  | 

I     THERMOSTAT  CONTROL— VENTILATORS     | 
I  WRITE  FOR  NEW  CATALOGUE  \ 

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STUCKI 

SIDE 

BEARINGS 

A.  STUCKI  CO. 

Oliver  Bide 
Pittsburgh,     Pa. 

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CAR  COMFORT  WITH 

UTILITY 


HEATERS 

REGULATORS 

VENTILATORS 


S  2241-2847  Indiana  St.  Write  ler  1SS8  Broadwar 

i  Chleaxo,  ni.  Catalotue  Mew  York,  N.  T. 

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HILLBURN.Ntw  YORK< 
NIAG/\RA  FAll^:.  NA 
CHICAGO.  II-I.IN01.S 
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LOS  ANGELES.  C:AI 
NIAGARA  FALLS. ONT, 


RAMAPO  AUTOMATIC  | 
RETURN  SWITCH  STANDS  i 
FOR  PASSING   SIDINGS 

TEE  RAIL  SPECIAL  WORK 

(MANGANESE  WORK  A  SPECIALTY 

SALES  OFFICES  AT  All  WORKS 
.  \ljin  Oriice.  HILLBDRN,  N.Y. 


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H  B  LIFE  GUARDS 

I  PROVIDENCE  FENDERS 

I  Manufactured  by 

I  CONgOUDATBD   CaR   FbNDBR   CO^    PrOVIDBNCZ,    R.    I. 

I  0«neral  Sales  Agents 

I  WENDEIX  &  HacDUFFIE   CO..   110   E.    42nd  St..   N.   Y.   a 

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Rai/road  Cross-ties;  Switch-lies;  Bridge  Tim-  | 

bers;  Construction  Timbers;  Mine  Timbers,  | 

Lumber;  Piling;  Poles;  Posts  and  other  = 

Forest  Products  | 

FPrettumon,  ct  Sons  I 

Wood   Preyervinp    Plant-  i 

CharlGj-ton  .S.C.  I 

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J 


CHILLINGWORTHf 

One-Piece  Gear  Cases        | 

Seamless — Bivetless — Ll(lil    Wel«ht       | 

Best  for  Service  —  DarabilitT  and       | 

Economy.    Wrtt»  (/«.  3 

i  Chillingworth  Mfg.  Co.       I 

Jersey  City,  N.  J.  | 

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I      Chapman 

Automatic  Signals 

Charles  N.  Wood  Co.,  Boston 


HASKELITE  ROOFS 


Haskelite  Manufacturing  Corporation, 
133  Wect  Waatalncton  Street,  Ohleaco 


PLYMETLSIDEPANELS 


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42 


ELECTRIC  RAILWAY  JOURNAL 


December  31, 1927 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


A 

American  Appraisal  Co.,  The.  .  .    36 

American  Brass  Co..  The 39 

American   Car   Co Third  Cover 

American    Electrical    Works.  ...    39 

American  Steel  &  Wire  Co 39 

Anaconda  Copper  Mining  Co.  ...    39 

B 

BalKock  &  Wilcox  Co 3i 

Bates  Expanded  Steel  Truss  Co.  41 

Beeler  Organization    30 

Bell  Lumber  Co 39 

Bemis  Car  Truck  Co 31 

Bethlehem  Steel  Co 36 

Bibbins.  J.  Rowland 30 

Brill  Co.,  The  J.  G. . 36,  Third  Cover 

Buchanan  &  Layngr  Corp 30 

C 

Carnegie   Steel   Co S2 

Central  Alloy  Steel  Corp 22 

Chillingworth  MSg.  Co 41 

Cincinnati  Car  Co 16-17 

Cleveland  Fare  Bo.x  Co 36 

Collier,  Inc.,  Barron  G 29 

Columbia  Machine  Works.   The.  36 

Consolidated  Car  Fender  Co. . .  .  41 

Consolidated  Car  Heating-  Co...  41 


Day  &   Zimmermann,  Inc 30 

Dayton  Mechanical  Tie  Co,. 

Insert  33-34 
DUterential  Steel  Car  Co.,  The.  .    41 


Electric  Equipment  Co 37 

Electric  Ry.  Equipment  Co 39 

Electric  Service  Supplies  Co.  .  .  .      9 


Page 
F 

Faile  &  Co.,   E.  H 30 

Ford,  Bacon  &  Davis 30 

"For   Sale"   Ads 37 


G 

General  Electric  Co,  ,30.  Back  Cover 
Gold  Car  Heating  &  Lighting  Co.  41 
Griffin  Wheel  Co 33 

H 

Hale-Kilburn    Co 31 

Haskelite  Mfg.  Corp 41 

"Help  Wanted"  Ads C7 

Hemphill  &  Wells 30 

Hoist  Englehardt  W 30 

Hubbard  *  Co 31 

I 

International  Oxygen  Co 31 

International   Register  Co 41 

International  Steel  Tie  Co.,  The.  7 
International    Creosoting   &  Con- 
struction   Co 33 

Irvington   Varnish    &   Insulator 

Co 36 

t 

Jackson.   Walter    30 

Johnson  Fare  Box  Co 35 

K 

Kelker.  DeLeuw  &  Co 30 

Kuhlman  Car  Co Third  Cover 

I. 

Lorain   Steel   Co 30 


Page 
H 

McClellan    &    Junkersfeld 30 

McGovern,    Halsey 31 

Milwaukee  Elec.  Ry.  &  Lt.  Co.  .    37 


>■ 

Nachod  and  V.  S.  Signal  Co.  .  .  ,  41 

National   Bearing  Metals  Corp.  .  32 

National  Brake  Co.,   Inc 21 

National  Pneumatic  Co 15 

National    Ry,    Appliance    Co,  .  ,  .  36 

Naugle  Pole  &  Tie  Co 30 

Nichols   Lintern    Co 39 

Nuttall  Co,,  B,  D 35 


O 

Oakite    Products,    Inc 32 

Ohio   Brass   Co 0 

Okonite-Callender      Cable      Com- 
pany, Inc.,  The 39 

Okonite  Co.,  The 39 

P 

Percy  Mfg.  Co..  Inc 39 

Positions   Wanted   and   Vacant.  .  37 

Prettyman  &  Sons,  J,  F 41 


R 

Railway  Track- Work   Co 31 

Railway    Utility    Co 41 

Ramapo  Ajax  Corp 41 

Ridley,    Albert    30 

Roeblings   Sons  Co.,  John  A .  .  .  39 


St,  Louis  Car  Co 18-19 

Safety   Car  Devices  Co 6 


Pave 

Salzberg  Co,,  Inc.  H,  E 37 

Samson    Cordage    Works 39 

Sanderson   &  Porter 30 

Searchlight    Section    37 

Smith  Heater  Co..  Peter 31 

Standard  Steel    Works  Co 10 

Star  Brass   Works 30 

Stevens  &  Wood.  Inc 30 

Stone   &  Webster    30 

Stucki  Co..  A 41 

Studebaker  Corp.  of  America, 

Insert  25,  26,  27,  38 


Thomas  Car  Works,  Perley  A . .      8 
Twin  Coach  Corp Front  Cover 


V 

Una  Welding  &  Bonding  Co,  ,  , .    31 
Universal  Lubricating  Co 31 

W 

"Want"  Ads   37 

Wason  Mf g,  Co Third  Cover 

Westinghouse  Elec,   &  Mfg,  Co., 

Second  Cover 
Westinghouse  Traction  Brake  Co,  4 
Wharton.  Jr.  &  Co,,  Inc.,  Wm .  ,  36 
"What  and   Where   to   Buy." 

38-40-43 
White   Eng.   Corp.,    The  J.   G,  .  .    30 

Wish  Service,  The  P,  Edw 31 

Wood  Co,,  Chas.  N 41 


Yellow  Truck  A  Coach  Co., 

Insert  11-12-13-14 


WHAT  AND  WHERE  TO  BUY— Continued  from  page  40 


Ticket   Chopper*   aad 
Destroyers 

Slec.    Service    SuppUea    Co 

TIm  and  Tie  Bods,  Steel 
Carnegie   Steel  Co. 
International  Steel  Tie  Co. 

lies.  Mechanical 

Dayton  Mechanical  Tie  Co. 

Ties,  Wood  Cross  (See  Poles, 
Ties,   Posts,   ete.) 

Tokens 

Johnson  Fare  Box  Co. 

Tongae  Switches 
Wm,  Wharton.  Jr,  *  Co. 

Tools,  Track  It  Mlseella- 
neous 

American  Steel  A  Wire  Co 
Colnmbls  Machine  Works  A 

X.  I.  Co. 
Elec.   Service  Supplies  Co. 
Hubbard    &    Co. 
Railway  Trackwork  Co. 
Ramapo-Ajaz    Corp. 

Towers  and  Transmission 
Strnctnre 

American  Bridge  Co. 
Bates  Expanded  Stoel 

Truss   Co. 
Westinghouse  E.  ft  U.  Co. 

Track   Grinder 
Railway  Trackwork  Oo. 
Ramapo-Ajax    Corp. 

Track,  Special  Work 
Colombia  Machine  Worka  A 
M.  I.  Co. 
Ramapo  Alax  Corp. 


Trackless  Trolley  Care 

Brill  Co..  The  J,  Q. 

St,  Louis  Car  Co, 
Transformers 

General    Electric   Co, 

Westinghouse  E.  &  M.  Co. 
Treads,  Safety  Stair, 
Car  Step 

Cincinnati  Car  Co. 
Tree    Wire 

Okonite  Co. 

Okonite-Callender  Cable  Go 
Trolley  Base* 

National  Bearing  Metals 
Corp. 

R.  D.  Nuttall  Co. 

Ohio   Braes  ^fo. 
Trolley  Bases,   Retrlevlni 

R.  D.  Nuttall  Co. 

Ohio    Brass   Co. 
Trolley    Bases 

Brill  Co..  The  J.  Q. 

Westinghouse  E.  &  M.  Co. 
Trolley    Material,    Overhead 

Elec.    Service    Supplies   Co. 

General  Electric  Co. 

National  Bearing  Metals 
Corp. 

Ohio   Brass   Co. 

Westinghouse  E.  &  M.  Oo. 
Trolley   Wheel  Bnshlnrs 

National  Bearing  Metals 
Corp. 

Star  Brass  Works 
Trolley  Wheels    (See  Wheels 

Trolley) 
TroIleT   Wire 

Amer.   Electrical  Works 

American    Brass    Co. 

American  Steal  A  Wr*  Oo. 


Anaconda  Copper  Min.  Co. 
Boeblinf'a  Sons  Co.,  J.  A. 

rrncks.   Car 

Bemis    Car    Truck    Co. 

Brill    Co..    The    J     G. 

Cincinnati    Car    Co. 

Cummings  Car  &  Coach  Co. 

St.  Louis  Car  Co. 
Trucks,   Motor 

White  Company 

Truss    Planks 

Haskelite  Mfg.   Corp. 
Tnbing,   Yellow  and  Black 
Flexible    Varnish 

Irvington  Varnish  *  Ins. 
Turbines,   Steam 

General    Electric    <3o. 

Westinghouse  E.  *  M.  Co. 

Turntables 

Elec.  Service  Supplies  Co. 
Tornstlles 

Elec.   Service   Supplies  Co. 

Percy  Mfg.  Co..  Inc. 
Valves 

Ohio   Brass  Co. 

Westinghouse   Tr.    Br.   (3o 

Tarnished   Papers    and    Silks 

Irvington  Varnish  it  Ins. 
Co. 

Ventilators,    Car 
Brill    Co..   The   J.    O. 
Cincinnati  Car  Co. 
Consolidated    Car    Heatinv 
O). 

Nlehols-Untera   (>). 
Nat'l.   Ry.   Appliance  (^. 
Railway  DtlUty  Co. 
St.  lAUi*  Car  O). 


Vestibule  Linines 
Haskelite  Mfg,  Corp, 

Welded   Rail   Jointa 

Railway  Trackwork  Co. 
Una  Welding  &  Bonding  (k>. 

Welders.  Portable  Electric 

General  Electric  Co, 
Ohio    Brass   Co, 
Railway  Trackwork  (Do, 
Una  Welding  It  Bonding  Co, 
Westinghouse  E,   It  M,   Co. 

Welders,  Rail   Joint 

(Jeneral  Electric  Co. 
Ohio   Brass  Co. 
Railway  Trackwork  Co. 

Welding  St  Cntting  Tools 

International  Oxygen  Co. 

Welding  Processes  and 
Apparatus 
Ohio    Brass   (^. 
Railway  Trackwork  (3o. 
Una  Welding  &  Bonding  (^. 
Westinghouse  E.  &  M.  Co, 

Welding,  Steel 

Railway    Trackwork    0>. 

Una  Welding  *  Bonding  Co. 
Welding    Wire 

American  Steel  &  Wire  (^o. 

Railway   Trackwork   (^. 

Roebling's  Sons  (^..  J.  A. 
Welding  Wire  and  Ro<s 

Railway  Trackwork  (M, 

Wheel   Oaards    (See  Fenders 
and  Wheel  Guards) 

Wheel  Presses   (See  Machine 
TooU) 


niieels.  Car,  Cast  Iron 

Griffin  Wheel  Co. 
Wheels,    Car,    Steel    &    Steel 
Tire 

Bemis   Car   Truck    Co. 

Carnegie   Steel  Co. 

Standard  Steel  Works 
Wheels,    Trolley 

Columbia  Machine  Works  It 
M.  I.  Co. 

Elec.   Ry.   Equipment  Co. 

Elec.    Service   Supplies   Co, 

National   Bearing  Metals 
Corp. 

R,  D.  Nuttall  Co, 

Star  Brass  Works 
Wheels,    Wrought    Steel 

Carnegie    Steel   (?o. 
Whistles.   Air 

Ohio    Brass    CTo. 

Westinghouse  E.  *  M.  Co 

Westinghouse  Traction 

Brake  Co. 
Window  Ooards  H  Fittings 

Cincinnati  Car  Co. 

Wire   Rope 

American  Steel  It  Wire  Oo 
Roebling's  Sons  Co.,  J.  A. 

Wires  and  Cables 

American    Brass   Co. 
American    Electrical    Work» 
American  Steel  *  Wire  Ot. 
Anaconda  Copper  Hin.  Co 
(^neral  Electric  Co. 
Okonite   (k>, 
Okonite-(}allender  Cable  Co 

Inc, 
Roebling's  Sons  0>.,  J.    * 
Westinghouse  E.  *  M.  Co 


December  31,  1927 


ELECTRIC  RAILWAY  JOURNAL 


No.  201-B-l  Type 


A  Seat  Worthy  of  the  1928  Model  Car 


Throughout  the  development  of  its 
design  and  influencing  the  selection 
of  every  piece  of  equipment  on  the 
Brill  1928  Model  Electric  Car 
was  one  particular  thought — a  type 
of  car  which  would  measure  up  in 
every  way  to  the  demand  for  a 
more  attractive  public  conveyance. 

Consequently,  the  Brill  No. 
201-B-l  was  selected  to  contribute 
its  part  in  obtaining  desired  results. 


Deep  spring  leather  upholstered 
cushions,  a  semi-individual  type 
back  pitched  back  to  a  most  com- 
fortable degree,  and  a  simple  yet 
positive  reversing  mechanism 
which  suggests  minimum  mainte- 
nance in  long  and  satisfactory 
service.  The  Brill  No.  201-B-l 
Seat  is  certainly  worthy  of  this 
latest  development  in  electric  cars 
—the  Brill  1928  Model. 


a 


The  J.  G.  Brill  Company 

Pmil-A-OEUPMIA..  Pa.. 


American   Car    Co    —       C.C.  Kuhlman  Car  Co. 

ST    UOUIB     MO.  CUCVCUANO.OHIO. 


Wason    Manfc  Ca 
■  PRirMOnci-O.  MASS. 


ELECTRIC  RAILWAY  JOURNAL 


Liake  Bluff  Auzomalic  Sub- 
etatioa  of  the  Chicago,  North 
Shore  #•  Milwaukee.  In  oper- 
ation since  February,  2919. 


Three  years  before  the 
Chicago,  North  Shore  8e 
Milwaukee  adopted 
automatic  control,  the 
first  automatic  substa- 
tion (G-E)  was  put  into 
operation.  This  station 
is  one  of  the  several  G-E 
Automatics  that  have 
been  in  service  10  years 
or  more. 


built  to  endure 


The  unvarying  good  performance  of  the  original 
automatic  substations  of  the  Chicago,  North 
Shore  8b  Milwaukee  Railroad  indicates  that 
G-E  Automatic  Equipment  is  built  to  endure. 
The  first  was  placed  in  operation  in  1917  and 
its  probable  length  of  life  is  still  for  the  future 
to  determine. 

The  "North  Shore's"  growing  list  of  automatic 
substations  and  its  present  program  of  installing 
automatic  equipment  in  manual  stations  attest 
this  company's  confidence  in  G-E  Automatics. 


The  G-E  Automatic  Equipments  being  built 
today  are  still  further  improved  over  those  that 
are  in  regular  operation  after  ten  years  of  con- 
tinuous service. 


, AL  ELECTRIC 


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